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How a pioneering vision changed flying forever

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Building Systems excellence in engineering

ello and welcome to your October edition of Airliner World. This month, we're exploring the future generation of flight, but not before we reflect on one of aviation's most important names. Scattered throughout this special issue, we have three very different insights into the work of the Douglas Aircraft Company – a firm that would have been marking its centenary this year. While there are dozens of fascinating businesses that were founded in the boom years of the early 1920s, few had the cut-through, courage and charisma to shape the fledging aviation industry quite like Douglas. Through merger and acquisitions, it is no longer the household name it once was, but scrape the surface of today's Boeing models and many of the rich hallmarks of its pioneering spirit are plain – or plane – to see!

Having paid tribute to the Douglas dynasty, we're balancing this edition with a special guide for those who could be considering a career

H

in the cockpit. While it might seem like a ludicrous time to be entering a sector that continues to struggle from the fallout from the pandemic, a look at the industry forecasts suggests a different story. Most, if not all, analysts are expecting a return to pre-crisis levels by 2024, with a significant chunk of traffic returning to the skies by the end of next year. Every aviation shock in modern history – from the Gulf War to 9/11 – has resulted in pilots leaving the industry

for good, either through expedited retirement or redundancy. As one airline executive told me recently: "It's like a shaking an apple tree – the question is how many apples fall off and roll down the hill, and how many you can pick back up."

After such a sharp and prolonged period of turbulence, the fear is that many of the industry's most experienced aviators will have hung up their hats and never return. This potential vacuum, coupled with typical flight training qualifications taking around two years to complete, means those looking to earn their wings shouldn't write off 2021-22 as a time to make the leap. Our Flight Training Guide offers insight and analysis, along with top tips from seasoned professionals – the fun begins on page 47.

Wherever you are in the world, I hope you enjoy your October issue.

Gordon Smith Group Editor

Gordon Smith Group Editor, Commercial Aviation Martin Needham Assistant Editor Thomas Haynes Assistant Editor Thomas Lee Assistant Editor Carol Randall Associate Editor Lee Howson Andy O’Neil Design Andy Mason Advertising Manager Rebecca Antoniades Ad Production/Design COVER IMAGE • CORNELIUS BRAUN/RED BULL CONTENT POOL BELOW • Chalair’s Douglas Dakota IV, F-AZOX (c/n 16604), originally served in the Royal Air Force as KN655 with 512 and 436 squadrons AIRTEAMIMAGES.COM /PHILIPPE NORET

www.key.aero

3

06 News review Airliner World’s global coverage

20 RecoveryWatch We gather the latest Cirium insights as the global air cargo market continues to soar

22 Legends scrapped Andreas Spaeth takes a nostalgic journey exploring the past, present and future of the final 707-400 examples in Germany

32 Start-up supremos Tom Batchelor concludes our global round-up of airlines launching in 2021 from Brazil and Ecuador to Hong Kong and India

42 Propliner on parade We reflect on the 1953 debut of the DC-7 and the last hurrah for piston power

47

Airliner World's Flight Training Guide Whether you’re considering a career in the cockpit or are simply interested in the latest developments in the training sector, our special guide has you covered

74 Australia’s ice queen Owen Zupp, a former Boeing 747 pilot, explains how Qantas brought the Flying Kangaroo all the way to the frozen continent of Antarctica

84 It was an MD world As Lufthansa Cargo says goodbye to its last MD-11F, we travel to Frankfurt to hear from those who flew the trijet

92 Deliveries The latest commercial acquisitions

97 Historic aviation Updates from the world of preservation

98 MRO news News from maintenance, repair and overhaul providers

22 42

100 Departure gate Readers’ comments and photos

102 Aviation training A round-up of recent developments

A subscription to

103 Air safety Accident reports and crash information

104

A DC legacy

We learn how Douglas’s attempt to go it alone and build its own short-haul jet sparked a five-decade aviation dynasty

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AIRLINER WORLD OCTOBER 2021

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5

News Review • Europe

Decade-long franchise agreement inked AER LINGUS has signed a ten-year franchise agreement with Emerald Airlines for the operation of Aer Lingus Regional flights.

While services under the new partnership are due to kick off from January 1, 2023 the Irish flag carrier stated it’s working closely with Emerald to evaluate options for a potential earlier start date. This decision comes after Stobart Air – the former partner which had previously plied all Regional flights – ceased operations in June 2021. According to Aer Lingus, the franchise agreement

with Emerald, which it anticipates will create more than 400 new jobs, will support its Dublin hub strategy by feeding connectivity from UK regional gateways to North America.

Conor McCarthy, Emerald Airlines’ founder and chief executive (pictured above, standing on the left, with Aer Lingus’s chief strategy and planning officer, Reid Moody, on the right), said: “This is a major development for Irish Aviation and the wider tourism industry. The combined strengths of both airlines will allow us to offer optimised connectivity from popular

cities and routes across Ireland, the UK and beyond.”

Like its predecessor, Emerald will operate ATR turboprops adorned with Aer Lingus branding and livery.

So far, three ex-Virgin Australia ATR 72-600s, VH-VPI (c/n 1107), VH-VPJ (c/n 1169) and VH-FVZ (c/n 1087), are poised to join Emerald’s fleet, having completed lengthy ferry flights from Brisbane. Currently, they are being held in storage in Devon, UK,

Norse outlines 2022 launch BOSSES AT transatlantic start-up Norse Atlantic Airways have outlined their blueprint for the launch of the low-cost, long-haul carrier.

The Arendal, Norway-headquarted airline is now proposing to begin operations either in the first or second quarter of 2022 as management believe transatlantic demand between the US and Europe will have returned by this time.

This latest update comes off the back of an August 2 announcement in which Norse signed a lease contract with BOC Aviation Limited for six 787-9s at “attractive rates and payment terms”. With this deal, these airframes will take Norse’s Dreamliner tally to 15, adding to a previous March agreement with AerCap for a trio of -8s and six -9s (see ’On course for

6

AIRLINER WORLD OCTOBER 2021

Norse’, Airliner World, June 2021).

Tickets are due to be going on sale around three months prior to the airline’s inaugural rotation. Currently, Norse has applied for a Norwegian air operator’s certificate (AOC) and has said it’s also in the process of applying for a British AOC. The firm expects to have 1,600 employees by next summer, all of whom will be on permanent contracts with the airline.

Founder, CEO and the major shareholder of the airline, Bjørn Tore Larsen, said: “As the world gradually reopens [following the COVID-19 pandemic], we strongly believe that there is a need for a new and innovative airline serving the low-cost intercontinental market with modern, more environmentally friendly and

fuel-efficient aircraft. Our plans are on track and operations will commence when travel restrictions are lifted and demand for transatlantic travel is back.”

Norse plans to offer low-fare, point-to-point services to popular destinations including London, Oslo, Paris, New York, Los Angeles and Florida. More details emerged regarding its UK operations on August 17 after trade union Unite confirmed that Norse will operate out of London/ Gatwick next year and added that this is a “much needed boost” for the UK aviation industry.

Meanwhile, the branding set to adorn Norse’s Dreamliners – called the Oseberg livery – has also been unveiled (see picture below).

(Photo Norse Atlantic Airways)

after being maintained by Exeter Aerospace. According to ch-aviation, Emerald is in negotiations to procure more examples, with plans for at least a 14-strong fleet.

In the meantime, Aer Lingus has confirmed its intention to continue operating a replacement schedule on six routes that were affected following the closure of Stobart Air until at least the end of March 2022.

(Photo Aer Lingus)

Scottish service is swapped VIRGIN ATLANTIC has signalled intentions to commence international flights from Edinburgh to a pair of holiday hotspots for the first time in the airline’s 37-year history.

First, Barbados is set to become Scotland’s only direct link with the Caribbean and is due to kick-off on December 5 this year. This will be followed by a service to Orlando, Florida, launching on March 30, 2022. Both will be operated by one of the carrier’s 13-strong Airbus A330s at twice-weekly frequencies.

The move is in response to pentup demand as travel restrictions continue to ease, according to Virgin.

Meanwhile, Edinburgh Airport is set to take advantage of the new services by bolstering its cargo operations via local firms.

Given the upcoming move to Edinburgh, Virgin confirmed it would “not recommence” its seasonal flights from Glasgow/International to Orlando – its last sortie from the nation’s biggest city took place on December 21, 2019.

While Virgin’s international links from Edinburgh are brand-new, the airline briefly served the Scottish capital between 2013-2015 through its Little Red domestic brand on a rotation from London/Heathrow using A320ceos operated by Aer Lingus on a wet-lease deal.

News Review • Europe

Maiden Maltese MAXs

The initial Boeing 737 MAX jets destined for Ryanair Group subsidiary Malta Air have started to be delivered. As Airliner World went to press, six of the high-density MAX 8-200s, painted in the stunning Maltese Cross-themed livery, have arrived in Europe so far between July 14 and August 5, including this 197-seat example, 9H-VUF (c/n 65082), which was the third to be handed over. Meanwhile, parent firm Ryanair has also taken delivery of its own MAXs, while fellow group airline, Buzz, has yet to take the type. AIRTEAMIMAGES.COM/LOREDANA CIOCLEI

Fleet modernisation plans revealed LEISURE FIRM Condor Flugdienst is set to acquire 16 Airbus A330-900s as it undertakes a fleet modernisation programme, becoming the German launch customer for the type.

The airline has signed a deal with Airbus to purchase seven examples, while the remaining nine will be leased. Deliveries of the Rolls-Royce Trent 7000-powered jet are scheduled to commence from autumn of next year.

Ralf Teckentrup, Condor CEO, said: "Thanks to the latest technology and maximum efficiency of the aircraft… [it has a] fuel consumption of just 2.1 litres per-passenger per-100 kilometres. With this value, we are the front-runner in Germany [and Condor] will consistently continue to interweave the themes of sustainability and holidays.”

The Frankfurt-based operator has signalled intentions to deploy the

A330neo on its international long-haul network to the Americas, Africa, Asia and the Caribbean.

At present, Condor’s widebody contingent comprises an all-Boeing line-up with 15 767-300ERs. These complement its remaining fleet of narrowbodies which consists of the A320ceo, A321ceo and 757-300.

At the time of writing, 63 A330neos have been delivered worldwide.

(Photo Airbus)

Sporting a sharp new look The sole dedicated Airbus A330-200F for Wizz Air has received a striking new colour scheme. The 2014-built aircraft, HA-LHU (c/n 1578), has been operated by the Budapest-based budget giant on behalf of the Hungarian government’s Ministry of Foreign Affairs and Trade since October 2020. Before the Rolls-Royce Trent 700-equipped jet’s fresh new look, it wore the basic colours of previous operator, Qatar Airways Cargo. The A330 is pictured landing at Budapest on August 16 following the paint job in Malta. V1IMAGES.COM/TAMÁS ZBRONKÓ

in brief Bluebird Nordic, a member of the Avia Solutions Group, has signalled intentions for a “hugely ambitious expansion plan” by the Icelandic-based cargo operator to add 25 Boeing 737-800s by the end of 2024. The airframes would complement Bluebird’s existing single 737-300F and seven -400F freighters. AviaAM leasing, an Avia Solutions Group sister company, was due to have handed over the first -800 in September, while a second is poised to follow in October. Interestingly, it revealed that as it waits for aircraft to undergo passenger-to-freighter conversion and delivery, airframes will be “utilised” by ACMI charter operator, Avion Express, for passenger flights over the summer.

Reuters reports that British-based carrier Jet2.com is in advanced talks to buy a large number of brand-new single-aisle aircraft. Industry sources have said Airbus is seen as the potential “front-runner” which could involve the purchase of 50 jets worth approximately US$5bn. However, at this stage, no order confirmation with any manufacturer has been confirmed.

Norwegian Air has released details for its Summer 2022 flying programme which includes a substantial presence between the UK and Ireland to Scandinavia. This is set to comprise 142-weekly rotations.

London/Gatwick will form the bulk of the schedule, with 115 weekly flights to Bergen, Copenhagen/Kastrup, Helsinki, Oslo/Gardermoen, Stavanger, Stockholm/Arlanda and Trondheim.

Meanwhile, Edinburgh is poised for 15 weekly (Copenhagen, Oslo, Stockholm), Manchester at eight weekly (Bergen, Oslo, Stavanger and Stockholm) and Dublin at four weekly (Copenhagen and Oslo).

(Photo Flickr Commons/Alan Wilson)

A sale of two BAE Systems Avro RJ85s has been arranged between aircraft marketing organisation Skyworld Aviation and components specialist Executive Jet Support. The duo of British-built quad jets, SE-DJO (c/n E2226) and SE-DJN (c/n E2231), are former Braathens Regional examples. At present, both airframes remain at Norwich Airport undergoing a care and maintenance programme. This latest move builds on a previous 2020 sale between the parties of a pair of Avro RJ100s, SE-DSY (c/n E3263) and SE-DSX (c/n 3255) – while the former has since been scrapped, the latter became 5A-FLM with Air Libya (see Airliner World, May 2021 edition).

KLM celebrated 75 years of flying into Glasgow/International on July 29. While today’s 18 weekly rotations to Amsterdam/ Schiphol are plied by KLM and its regional Cityhopper subsidiary using Boeing 737s and Embraer E-Jets respectively, this is vastly different to its first-ever flight to the Scottish hub. On July 29, 1946 KLM chartered a Douglas DC-3 from Scottish Airlines which, on its return, transported an array of national products from Scotland. www.key.aero

7

News Review • CIS

New budget carrier proposed

RUSSIAN-BASED S7 Group has unveiled blueprints to launch a new low-cost carrier (LCC). With ticket sales due to begin in spring 2022, the maiden rotations are then mooted to kick off in July the same year.

The yet-to-be-named budget firm will use the Airbus A320neo as its sole aircraft type. According to the S7 Group – the largest private aviation holding in Russia – a “preliminary agreement” for a quartet of jets has already been signed. During the airline’s first three years of operation, the LCC plans to bolster its fleet by

six to eight airframes annually. So, by 2024, the start-up’s A320neo tally would exceed 20 examples.

Tatyana Fileva, an S7 Group shareholder, commented: “The creation of a new airline is a logical and consistent step for us. We see great potential in the cross-regional transportation segment which we cannot cover within the current S7 Airlines business model… If we look at the international experience, we can see that the route network of the European low-cost [carriers are] distributed between regions.

In the Russian market, low-cost air transportation is available mainly in Moscow and St Petersburg.”

The LCC’s route network will focus on “direct cross-regional routes in central Russia”. This is set to boost regional accessibility and mobility, while simultaneously reducing both cost and time for travellers as the firm will operate rotations that “bypass Moscow”. During its first year of operations, the burgeoning airline would expect to handle about a million passengers in line with “current estimates”; by 2024, that

figure is scheduled to rise to six to seven million. Vitaly Savelyev, the minister of transport of the Russian Federation, added: “The ministry of transport supports the consistent development of the domestic low-cost transportation system.

Creating a new low-cost airline will greatly satisfy the population’s demand for [budget] flights in Russia.

“This task is implemented according to the instruction by the president of the Russian Federation aimed to increase the population’s mobility.”

(Photo Airbus)

Russian A220 operator announced AZIMUTH AIRLINES has inked a deal for six A220-300s at the MAKS 2021 International Aviation and Space Salon at Moscow/Zhukovsky that was held in July.

According to ch-aviation, the airframes are to be leased from Air

Lease Corporation and are scheduled to be handed over to Azimuth from mid-2022 and through to 2024 – as a result, the Rostov-on-Don/ Platov-based carrier would become the first Russian operator of the A220.

The type, outlined to be configured

with a single-class, 148-seat layout, is planned to be deployed on domestic and international rotations from Rostov-on-Don, Krasnodar and Mineralnye Vody.

Currently, the firm operates a 15-strong, all-exclusive contingent of

PowerJet SaM146-equipped SSJ100s; this number may be set to rise in the future after Azimuth signed a letter of intent with Irkut Corporation, also at the MAKS 2021 airshow, for a further ten examples on lease. As always, Airliner World will keep you updated.

Rada gains third Il-62 MINSK-BASED RADA Airlines has procured a third example of the now rare Ilyushin Il-62.

The 1993-built Il-62M, EW-564TR (c/n 1356234), was initially delivered factory fresh to Uzbekistan Airways with the registration UK-86569; it is understood to have also operated on behalf of the country’s government.

By 2005, the venerable airframe was acquired by the Republic of The Gambia’s government and given the identity C5-RTG (pictured at the time).

According to ch-aviation, it is understood the Il-62M was ferried

8

AIRLINER WORLD OCTOBER 2021

from The Gambia’s capital, Banjul, on August 8 to Vitebsk Vostochny Airport in northeastern Belarus via a stop at the Tunisian island of Djerba located in the Mediterranean, for maintenance ahead of service entry.

Rada Airlines – a Belarusian cargo operator created in 2015 – operates an existing pair of Il-62MGrs, EW-450TR (c/n 4546257) and EW-505TR (c/n 4154535). These join a sole 27-year-old Antonov An-74-200, EW-286TL (c/n 36547098957).

(Photo Flickr Commons/ Benjamin Granucci)

MAXimising its fleet ONE OF SCAT Airlines’ Boeing 737 MAX 9s, due for delivery soon, was spotted touching down at Seattle’s Boeing Field on July 28 at the end of a test sortie.

The CFM International LEAP-1Bpowered jet, N4027R (c/n 43346) – set to become UP-B3726 – is one of two MAX 9s bound for Kazakhstan-based SCAT, the other is UP-B3727 (c/n 43389). It is understood to be on lease from Air Lease Corporation (ALC). The two MAX 9s were originally

scheduled for a May 2019 delivery, although this was impacted by the type’s subsequent global grounding in March that year.

At present, SCAT fields a 23-strong aircraft fleet, including a sole, 189-seat MAX 8, UP-B3720 (c/n 61737), which was handed over in March 2018. This example is the first from a six-strong MAX 8 order, plus purchase rights for a further five, signed back at the 2017 Dubai Airshow.

(Photo Joe G Walker)

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News Review • Africa/Middle East

Aviation fallout from Afghan chaos

AFGHANISTAN’S COMMERCIAL aviation industry came to a grinding halt in mid-August as the Taliban rapidly took over of the country.

As it swept into the Afghan capital, flights from Kabul’s Hamid Karzai International Airport were halted as the gateway descended into chaos as locals and expatriates tried to flee.

With just two main airlines that collectively hold a fleet of 14 aircraft, Afghanistan’s commercial aviation scene was already delicate. As of August 17, Airliner World research suggested there were 11 commercial airliners stuck on the ground at the airport with the remaining three positioned internationally after being unable to return. All are owned and operated by either Kam Air (pictured) and Ariana Afghan Airlines.

The largest private carrier in the country, Kam Air was founded in 2003 and operates domestic and international flights from its base in the capital. With a fleet of ten examples, two of its Airbus A340-300s and five Boeing 737-300s were on the ground at the hub on August 17. One of the quadjets, YA-KMH (c/n 387), a 20-year-old former Iberia airframe, joined Kam Air in July 2018. The aircraft garnered media notoriety when it was engulfed by people in a desperate bid to get on board on August 16.

Only two of its five 737s on the ground in Kabul as of August 17 had flown in the previous few days. The first, YA-KMJ (c/n 27712), is a former Southwest Airlines example, which joined the budget American carrier in October 1996. In August 2019, Kam Air

acquired the narrowbody, which flew into Kabul on August 14 on a flight from Mazar-I-Sharif. The second, YA-KML (c/n 27709), which is also a former Southwest jet, was flown into the Afghan capital the day before on an identical service.

The remaining three, YA-KMC (c/n 28399), YA-KMM (c/n 27717) and YA-KMV (c/n 27930) have been stored at the airport from July 30, August 10 and October 2019, respectively. The airline’s three other aircraft are stored at different gateways around the world. Its remaining A340, YA-KMU (c/n 302), is parked at Mashhad International Airport in Iran, to where it flew a scheduled link from Kabul on August 15 but seemingly never returned.

The other primary player and the

oldest of Afghanistan’s operators is Ariana Afghan Airlines, which serves as the country’s de facto flag carrier.

Its full inventory of four airframes were positioned at Kabul as of August 17. These comprise an A310-300 and three 737s. The European widebody, YA-CAV (c/n 497), is nearly 33 years old and first flew with Turkish Airlines in 1989. The 737s are two -400s and one -500. The latter, YA-FGA (c/n 29074), was formerly leased to recently restarted state-run carrier Bakhtar Afghan Airlines, which was revived by the country’s president in October last year. As he has fled the country, the operator’s status is uncertain.

(Photo AirTeamImages.com/Weimeng) Be sure to check out Key.Aero for the latest insight and analysis on this rapidly unfolding situation.

Qatar grounds 13 A350 jets QATAR AIRWAYS has revealed that, following explicit instruction from the country’s regulator, it grounded 13 of its Airbus A350s.

The flag carrier said in an August statement that after closely monitoring a “significant condition” across its fleet – involving the fuselage surface below the paint degrading at an accelerated rate – it has decided to remove the affected aircraft from service.

The operator said the grounding would continue “until such time as the root cause can be established

10

AIRLINER WORLD OCTOBER 2021

and a satisfactory solution made available to permanently correct the underlying condition”.

The Doha-based firm has already started taking action to return some of its older A330 examples into service with immediate effect to mitigate some of the impact of the widebodies becoming unavailable.

Akbar Al Baker, Qatar Airways Group chief executive, said: “With this latest development, we sincerely expect that Airbus treats this matter with the proper attention that it requires. Qatar

Airways will not accept anything other than aircraft that continue to offer its customers the highest possible standard of safety and the best travel experience that they deserve.

He continued: “[We] expect Airbus to have established the root cause and permanently corrected the underlying condition to the satisfaction of Qatar Airways and our regulator before we take delivery of any further A350 aircraft.”

In a statement to Airliner World, a spokesperson for Airbus, said:

“As a leading aircraft manufacturer we are always in talks [and] working with our customers. Those talks we keep confidential.

“We have no further comment on our customer’s operations.”

Qatar Airways operates 34 A350-900s and 19 larger -1000s. It has a further 23 A350s on order. At the time of writing, no other global A350 operator or regulator has reported similar issues to those described by the Doha-based authorities.

(Photo Airbus)

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News Review • Americas

Transatlantic trailblazer CELEBRATIONS WERE in order at JetBlue Airways after its maiden fare-paying flight to London/Heathrow – a move the airline says is aimed at “shaking up the transatlantic market”.

On August 11, the Pratt & Whitney PW1100G-powered Airbus A321LR, N4022J (c/n 10303) Joel Peterson, departed New York/JFK at 2207hrs as Flight B6 007 – a nod to James Bond – with 102 passengers on board, 22 in premium and 80 in economy.

During the transatlantic crossing it passed to the south of Canada’s Newfoundland and reached a maximum altitude of 33,000ft, before skirting the southern tip of the Republic of Ireland and arrived in UK

airspace above southern Wales. The two-class, 138-seat jet eventually touched down at Heathrow the next day (August 12) at 0931hrs local time after being airborne for 6hrs 24mins.

Robin Hayes, chief executive officer, JetBlue, said: “For the first time in JetBlue’s 21-year history we are crossing the North Atlantic and competing in one of the busiest travel markets in the world, well-positioned to introduce our award-winning service and low fares to a new global audience that is ready for a fresh choice in transatlantic flying.”

The return leg, Flight B6 20, departed the West London hub the same day at 1427hrs, arriving back at JFK 7hrs 1min

later at 1628hrs local time. The route’s frequency to Heathrow was daily in August, but the New York-based airline revealed this would drop to four times a week by September. This comes as strict COVID-19 travel restrictions were still in place for UK travellers wanting to enter the United States, at the time of writing.

Nonetheless, JetBlue still plans to bolster its connections to the British capital with the addition of services to neighbouring Gatwick poised for a September 29 start where “it can grow an even larger base of travellers”.

Almost five years in the making, the event marks the beginning of its highly anticipated expansion across ’the pond’, while the UK becomes JetBlue’s 26th country on its route map.

Links between Boston/Logan and the two London gateways are scheduled to come online during Summer 2022. (Photo JetBlue)

comes after the LATAM Airlines Group, along with its affiliates in Chile, Peru, Colombia, Ecuador and the United States, initiated a voluntary reorganisation and restructuring under US Chapter 11 protection back in May 2020 (see Airliner World, August 2020).

As of August, the latest Airbus orders

and deliveries data had shown that the LATAM Airlines Group held firm commitments for 36 A320neos, with 13 already of them already handed over.

Meanwhile, it has a 19-strong firm order for the larger A321neo, although none have yet been delivered.

(Photo Airbus)

based Delta Air Lines under a Capacity Purchase Agreement (CPA). SkyWest already operates 71 E175s for the firm.

President and CEO of SkyWest, Chip Childs, said: “SkyWest operates more E175s than any other carrier in the world. With these aircraft, we will have nearly 240 [examples] operating with airlines in North America. This month we are proud to reach two million flight hours in the E175.”

Mark Neely, VP sales and marketing, The Americas, Embraer Commercial Aviation, added: “The E175 is the

backbone of the North American regional market and ... we are seeing growing long-term demand for rightsized aircraft to deliver profitable domestic connectivity. The E175 has been a lifeline for carriers as they are perfectly suited to rebuild routes, add frequencies, and add incremental capacity to meet rebounding domestic demand.”

Deliveries of the 16 E175s, all in the Delta livery (pictured), are scheduled to start in the middle of next year.

(Photo Embraer)

Don’t miss our special in-depth ‘tried and tested’ review in the November 2021 edition as Airliner World grabs a much in-demand seat on the inaugural JFK-Heathrow flight.

A sustainable acquisition THE LATAM Airlines Group has made an agreement with Airbus to purchase 28 new A320neo Family aircraft. At the time of writing, a delivery timeframe was not disclosed. This acquisition builds upon a previous 42-strong narrowbody deal agreed with the European manufacturer.

The latest move will help the Group to “reinforce the sustainable growth plan” while allowing it to strengthen operations across all its subsidiaries at a regional level. Introducing more A320neo Family jets would also boost its sustainability strategy, thanks to the type’s higher fuel-efficiency and lower CO² emissions.

Roberto Alvo, CEO of LATAM Airlines Group, commented: “The purchase of these highly efficient [airframes] is a sign of the commitment we have made with the transformation towards a carbon-neutral LATAM in 2050.

At the same time, these 70 aircraft [combining its separate 42- and 28-strong agreements] reinforce the connectivity scale of the region.

“We will continue working responsibly to exit Chapter 11 with a fleet that accompanies the group's new challenges.”

According to ch-aviation, the latest 28-aircraft deal is subject to US Bankruptcy Court consent. This

Bolstering its E-jet arsenal A DEAL has been inked between Embraer and US-based holding company SkyWest Inc for 16 E175-E1s.

The new aircraft, worth US$798.4m

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AIRLINER WORLD OCTOBER 2021

at list prices, will be flown by wholly owned subsidiary, SkyWest Airlines.

In turn, the three-class, 76-seat jets will operate exclusively for Atlanta-

News Review • Americas

Destination Dominican Republic!

in brief Venezuela’s Rutaca Airlines has added a quartet of former Allegiant Air ‘Mad Dogs’. These encompass a pair of Pratt & Whitney JT8D-powered McDonnell Douglas MD-83s, N415NV (c/n 49909) and N417NV (c/n 53347) – now reregistered YV3521 and YV3523, respectively. Additionally, these are complemented by Long Beach, California-built MD-88s, N402NV (c/n 49763) and N414NV (c/n 49766) – now YV3522 and YV3524, respectively. It is understood these were ferried to the Venezuelan capital, Caracas, in mid-July. According to its website, Rutaca’s network consists of several domestic destinations, complemented by international links to Mexico and the Dominican Republic, using a trio of Boeing 737s (a single -200 and a pair of -300s).

THE SECOND Airbus A321ceo for Dominican Republic-based start-up Sky Cana was spotted on approach to Miami/International on August 6.

The 220-seat, IAE V2500-equipped aircraft, 9H-AME (c/n 2234), is one of two A321s, the other being 9H-AMD (c/n 1421). Both are ex-Monarch Airlines examples – G-OZBI and G-OZBZ respectively – and are wet-leased from Avion Express Malta.

The A321s at Sky Cana each feature an additional unique slogan promoting

popular tourist destinations in the Dominican Republic as part of the firm’s livery. For example, 9H-AME (pictured) has ‘Go Samaná’ adorned on the fuselage. Interestingly, this example retains the basic colours from former UK-based Thomas Cook Airlines after it had a brief spell between May 2018 and September 2019 as LY-VEA while on lease from Avion Express.

With its European-built narrowbodies, Sky Cana – a wholly owned subsidiary of LogicPaq – offers passenger charter

flights as a result of a strategic alliance with Dominican-based operators, Sky High Aviation and Air Century SA. Additionally, Cargo Facts reported that Sky Cana has taken on an ATR 72-200F, HI1000 (c/n 483), for dedicated freight operations on an ACMI lease from Air Century. The turboprop was initially delivered in a passenger configuration to CityFlyer Express as G-BXTN in 1997.

(Photo AirTeamImages.com/ Ivan P Nesbit "THUD")

An evolution of Galapagos connections AEROREGIONAL HAS started flights between Quito/Mariscal Sucre International and the Galapagos Islands via Guayaquil.

The Ecuadorian-based operator used the 30-year-old, 129-seat Boeing 737-500, HC-CUH (c/n 24900), on the inaugural July 27 rotation, at the start of which the aircraft received a traditional water cannon salute at Quito (pictured).

In addition to Aeroregional’s other

-500, HC-CTF (c/n 25176), the twice-weekly sortie, on Tuesdays and Saturdays, will also be operated by its sole ex-Japan Transocean Air -400 example, HC-CWG (c/n 28087), which is configured with 145 seats.

It was disclosed that, depending on demand, frequencies could be boosted in the future.

Manuel Rodríguez, president of Aeroregional, said that Ecuador is “regaining confidence” following

the coronavirus pandemic: “In the coming months we will continue to announce the opening of new domestic routes."

With the latest move, Aeroregional became the third airline to conduct domestic flights between the Ecuadorian capital, Quito, and the Galapagos Islands, which are located roughly 755 miles to the west in the Pacific Ocean.

(Photo Fabián Riofrío/Quiport)

Spirit Airlines has revealed its fleet plans.

Its contingent of A319ceos, A320ceos and A321ceos are expected to remain at the current levels of 31, 64 and 30 jets, respectively, until at least year-end 2022.

Simultaneously, the ultra-low-cost-carrier’s fleet will continue to grow as more A320neos are added. For example, the US-based carrier anticipates having 48 examples by year-end 2021, while 24 more A320neos are set to arrive by year-end 2022. For context, Spirit’s entire A320 Family fleet – comprising both ceo and neo models – would rise from 157 at year-end 2020 to 197 by the end of next year. Meanwhile, the firm has tentatively shown a delivery timeframe of 13 A321neos by year-end 2023.

Air Transat recommenced commercial rotations on July 30 following six months of inactivity due to COVID-19 travel restrictions. The leisure firm has started its summer travel programme, which at the height of season, is set to include 24 routes to 16 destinations across Canada, the US, Caribbean, Mexico, UK and Europe.

(Photo Flickr Commons/Riik@mctr)

Experienced amphibious seaplane operator, Tailwind Air, launched innovative new nonstop links between Boston and New York on August 3. Using a fleet of eight-seat amphibious Cessna Grand Caravan EXs, a flight on the 190-mile link takes about 75 minutes. Passengers are transferred to/from South Boston waterfront via a water taxi to the Grand Caravan at Boston Harbour, while in the ‘Big Apple’, customers arrive/depart at Manhattan’s East 23rd Street New York Skyport on the East River. Rotations were initially offered at twice-daily frequency on weekdays before it increased to four daily on August 21.

GOL Linhas Aéreas Inteligentes has plans to purchase 28 more Boeing 737 MAX 8s, according to a fleet proposal published by the Brazilian carrier. Arrival of these airframes allows GOL to replace 23 737-800s by the end of 2022 – a move expected to reduce the company’s unit costs by 8% during this year. With 12 MAX 8s in GOL’s inventory as of August 2021, the firm intends to have 65 examples in service by 2025, along with ten of the larger MAX 10 (this type is earmarked to join the airline from 2023) in addition to its remaining -700s and -800s. www.key.aero

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News Review • Asia/Pacific

Airline-bound A319neo lift off

THE FIRST Airbus A319neo bound for a commercial airline was seen rocketing away from Hamburg/Finkenwerder for its maiden flight on August 2.

The CFM International LEAP-1Aequipped narrowbody, wearing test registration, D-AVWG (c/n 10239), is understood to be one of two A319neos, along with D-AVWI (c/n 10288), for China Southern Airlines according to an October 2020 article by the South

China Morning Post. While the latest orders and deliveries data from Airbus did not show any firm A319neo orders from either the Guangzhou-based carrier or lessors, there are currently 30 firmed commitments for the type listed as ‘undisclosed’ – with none yet to be delivered. At the time of writing, the European manufacturer held 73 total orders for the A319neo. These consist of 35 from ultra-low-cost

firm, Spirit Airlines, 30 undisclosed and a pair for West African-based Air Côte D’Ivoire.

Furthermore, the final six examples are listed for ‘governments, executive and private jets’.

So far, only a trio of A319neos have been delivered, with them going to non-airline customers – those from the aforementioned final category – and the three are a single jet each

for K5-Aviation, D-ANEO (c/n 8612), Shimao Group – operated by Jet Aviation Business Jets – VP-CSM (c/n 9012), and AMAC Aerospace, VP-CRR (c/n 10339).

China Southern is a big user of the A320 Family, having a fleet of nine A319ceos, 106 A320ceos, 38 A320neos, 99 A321ceos and 49 A321neos.

(Photo v1images.com/Dirk Grothe)

Korean milestone reached

KOREAN AIR has notched up 10,000 cargo-only ‘passenger’ rotations as of the beginning of August.

After starting its first cargo-only passenger flight back in March 2020 – a link between the flag carrier’s Seoul/Incheon hub and Ho Chi Minh City, Vietnam – Korean Air has since operated these special sorties on 65 routes worldwide, with more than 400,000 tons of goods/supplies being transported.

Critically, the airline has played a vital role during the pandemic, having transported masks, personal protective equipment (PPE), and COVID-19 diagnostic kits; for example, pandemic relief supplies were transported to India after a major surge in coronavirus cases.

Meanwhile, during another COVID relief mission, Korean Air clocked up the longest-distance flight in its history in June of this year with an 8,329-mile flight lasting 14hrs 42mins between Incheon and Miami/International as it delivered diagnostic kits bound for the Dominican Republic (see Airliner World, August 2021).

In close co-operation with aircraft manufacturers and the Ministry of Land, Infrastructure and Transport, the airline bolstered its cargo carrying capacity by transforming passengerconfigured types – such as the Boeing 777-300ER – into ‘preighters’ which included the removal of seats for freight floor loading.

The Seoul-based firm stated its cargo-only passenger links have

contributed to resolving logistical challenges for companies following shipping supply shortages as Korean

Air increased its cargo capacity to “support urgent logistics”.

(Photo Korean Air)

Going for gold!

In celebration of staging the Tokyo 2020 Summer Olympic and Paralympic Games, Japan Airlines (JAL) unveiled this stunning special livery. Spotted here at the city’s Haneda gateway on July 20, the 369-seat, Rolls-Royce Trent XWB-powered Airbus A350-900, JA06XJ (c/n 405), scheme features some of Japan’s most famous athletes. Additionally, JAL’s red-crowned crane logo – known as the ‘Tsurumaru’ – was given a special gold coating on the vertical stabiliser. AIRTEAMIMAGES.COM/KSK

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AIRLINER WORLD OCTOBER 2021

News Review • Asia/Pacific

Widebody breaks cover

ONE OF Taiwan-based STARLUX Airlines’ Airbus A350-900s was spotted in full company livery at Toulouse.

The twin-aisle B-58501 (c/n 480), which has yet to make its maiden sortie, is one of 18 A350s STARLUX plans to acquire, made up of ten -900s and eight of the larger -1000s.

Additionally, the firm said these will be complemented by the A330-900 – it is understood all eight examples of the type are to be leased from Air Lease Corporation (ALC). While STARLUX currently uses a five-strong

inventory of A321neos from its Taipei/ Taoyuan base to ply ten routes across Asia – due to be bolstered further with an initial twice-weekly link to Singapore/Changi from September 23 – the Taiwanese carrier has its sights set on destinations further afield.

STARLUX plans to deploy its widebodies on transpacific services to North America. During an initial US Department of Transportation (DOT) application in 2020, bosses at the carrier had initially eyed Los Angeles as its maiden long-haul destination,

using the A350-900, from 2022; STARLUX was eventually granted a foreign air carrier permit by the DOT earlier this year.

However, according to ch-aviation back in May this year, the airline’s spokesperson, Nieh Kuo-Wei, said its Los Angeles link could possibly be pushed back to 2023 due to the ongoing effects of the COVID-19 pandemic. As Airliner World went to press the exact long-haul launch timeframe remained unclear.

(Photo Eurospot)

Didn’t have Loong to wait…

ABOVE • Chinese operator, Loong Air, has taken its maiden Airbus A321neo after the European-built jet arrived at the firm’s Hangzhou/Xiaoshan home base in mid-August. The two-class, 210-seat airframe, B-323U (c/n 10428) – on lease from AerCap – was pictured above at Airbus’ Hamburg/Finkenwerder plant on August 2, carrying out engine and taxi checks. After performing its first flight the day after, the CFM International LEAP-1A-equipped A321 was handed over to Loong Air on August 13 after a ferry flight via Novosibirsk, Russia. V1IMAGES.COM/DIRK GROTHE

Date earmarked for new type BUDGET OPERATOR HK Express, a wholly owned subsidiary of the Cathay Pacific Group, is scheduled to receive its first Airbus A321neo during October next year. According to Executive Traveller, once the initial jet has been accepted by the Hong Kong-based carrier, another 15 are scheduled to join in quick succession.

It was noted earlier within the Cathay Pacific Group’s Annual Report 2020 that HK Express would inherit a 16-strong A321neo order from Cathay Dragon.

This came after Cathay Dragon, the former wholly owned regional

subsidiary of Cathay Pacific, ceased operations in October 2020 (see Airliner World, December 2020) after a “necessary” restructure of the group following the impact of COVID-19.

Consequently, it was revealed that both Cathay Pacific and HK Express would take on a majority of the former Cathay Dragon links.

According to the group, the arrival of the A321neos for HK Express would help “leverage new opportunities within the region” while simultaneously enhancing Hong Kong’s position as a leading international aviation hub in Asia.

At present, the low-cost carrier fields a 27-strong fleet, comprising 16 A320s (six CEOs and ten NEOs) along with 11 A321ceos.

Meanwhile, in other HK Express developments, the firm has launched a pair of new services between Hong Kong and Taiwan. Firstly, a connection to Taipei/Taoyuan kicked off on August 23, followed by Kaohsiung (on the southwestern coast of Taiwan) three days later – both in an initial twice-weekly frequency. Before the move, the airline had flown to one Taiwanese city, Taichung, located on the island’s west coast.

in brief Mongolian Airways has added a venerable Fokker 50 to its portfolio. The 28-year -old Pratt & Whitney Canada PW127Bpowered example, JU-1050 (c/n 20280), is understood to be on lease from AeroCentury. This Fokker 50-120 is well travelled – initially delivered to Royal Brunei Airlines, before later serving with Spain’s Air Nostrum. Since, the airframe has flown with two Peruvian operators: with Aero Condor Peru from 2002; and ATSA Airlines between 2010-2021. Prior to hand-over to Mongolian Airways, the Fokker 50 completed a mammoth ferry flight from South America via multiple continents.

Hong Kong-based start-up Greater Bay Airlines has outlined plans for its intended launch. On August 8, the South China Morning Post reported the had carrier earmarked October 1 for an inaugural flight, a charter rotation between Hong Kong and Beijing. Greater Bay Airlines’ company director, Stanley Hui, also told the newspaper he anticipated the airline would acquire its air operator certificate (AOC) on September 17. So far, the first aircraft for the start-up, an ex-Norwegian Air Boeing 737-800, B-KJA (c/n 42277), was spotted in full Greater Bay Airlines livery at Guangzhou, China in August.

Budget giant IndiGo is set to launch links to Gwalior, in northern India – a move set to make it the company’s 70th domestic destination. As the firm aims to “strengthen regional connectivity”, IndiGo has scheduled to directly connect Gwalior with the metropolis’ of Delhi and Indore – both on a daily frequency – from September 1 using its 29-strong arsenal of 78-seat ATR 72-600 turboprops (pictured).

Curently, IndiGo flies to 68 domestic and 24 international destinations.

(Photo courtesy of Flickr Commons/ Dylan Agbagni, CC0)

Low-cost start-up Super Air Jet began its first fare-paying rotations in August. Initially, the Indonesian-based airline linked Jakarta with the domestic destinations of Medan and Batam daily, but several more cities across the country are to follow. At present, the carrier fields a quartet of leased, 180-seat Airbus A320ceos, PK-SAJ (c/n 4488), PK-SAT (c/n 6032), PK-SAV (c/n 4637) and PK-SAW (c/n 5900). While initially offering point-to-point direct intercity services within the Indonesian domestic market, the firm hints at expanding internationally later. According to its website, the burgeoning carrier is aimed mainly at millennial travellers.

A pair of two-class, 251-seat Airbus A330-200s have been phased out of the Fiji Airways fleet a couple of months earlier than the planned lease end. The South Pacific-based carrier told ch-aviation that the Rolls-Royce Trent 700-powered duo, DQ-FJP (c/n 807) Island of Vatulele and DQ-FJO (c/n 751) Island of Beqa, left on July 29 and August 2 respectively. Both are now stored at Abu Dhabi/International. The 2006-vintage types were acquired by Fiji Airways in mid-2018 on short-term lease from Carlyle Aviation Partners. www.key.aero

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News Review • International

First Tianjin A350 delivered AIRBUS HAS delivered the first A350 from its widebody completion and delivery centre (C&DC) in Tianjin, China. The four-class, 288-seat jet was handed over to China Eastern Airlines, which is Asia’s largest Airbus operator and the second biggest globally. By the end of June, the

airline had more than 413 of the pan-European aerospace giant’s aircraft on its books.

Opened in September 2017, the C&DC has previously overseen the delivery of A330 Family aircraft, while Airbus’s Tianjin facility also offers the same capability for the A320

Textron hauls Skycourier to Oshkosh TEXTRON AVIATION’S Cessna 408 Skycourier took a break from its FAR Part 23 certification effort to make its first public appearance at EAA AirVenture Oshkosh at Wittman Regional Airport, Wisconsin.

The Pratt & Whitney PT6A-powered freighter, which made its initial flight on May 17, 2020, has been optimised

for launch customer FedEx Express.

Textron has also offered a passenger variant, which is capable of seating 19, as well as combi versions.

Presently, the manufacturer has received a single order, from FedEx Express, for 50 examples, with options to double that number.

PHOTO: AIRTEAMIMAGES.COM/STEVEN MARQUEZ

Airbus edges towards A350 freighter launch AIRBUS IS to challenge Boeing’s haulage hegemony by offering a cargo variant of its A350 widebody airliner. The future freighter is understood to be based on the smaller -900 and have a capacity of around 109 tonnes. Following the programme’s approval by the Airbus board, the jet is likely to enter service in 2025 – three years before the introduction of tougher emissions standards that will restrict the deliveries of 767 and 777 examples.

The pan-European aerospace giant hopes to target the larger end of the freighter spectrum, which has been thrown into greater focus during the COVID-19 pandemic, due to a sharp 16

AIRLINER WORLD OCTOBER 2021

downturn in widebody passenger airliner use on long-haul routes.

Speaking to Reuters, Airbus chief executive Guillaume Faury, said: “We believe we have a very promising aircraft… We are [getting] closer every day, but we are not at the point where we can announce commercial transactions.”

Boeing has long dominated this sector with the 747, 767 and 777, and the Chicago-based manufacturer is itself rumoured to be on the cusp of launching a 777X freighter. Airbus has previously tried to compete with the 767-300F, however, sales of the A330-200F failed to keep pace with its rival.

series. It offers services including cabin installation, aircraft painting and production flight test, as well as customer flight acceptance.

George Xu, Airbus executive vice president and Airbus China CEO, said: “I’m proud that Airbus [has] successfully extended the

capability of the widebody C&DC in Tianjin to the A350 at such a difficult time [for] global aviation… This is a new milestone in the long-term co-operation between China and Airbus, which further demonstrates Airbus’s commitment to the country.”

(Photo Airbus)

Airbus Deliveries

S7 received its 29th Airbus A320neo, VQ-BSD (c/n 10016) on July 24 AIRTEAMIMAGES.COM/PAUL BUCHROEDER Airbus delivered the following aircraft in July: A220-300 4 Air Austral (3); JetBlue A319ceo 1 Tibet Airlines AerCap (Spirit Airlines) (2); Air China; Aviation Capital Group (Volaris); Avolon (S7 Airlines); BOCOMM Leasing (Sichuan Airlines); China Eastern Airlines (2); Frontier Airlines; GECAS A320neo 22 (AirAsia India); ICBC (Tigerair Taiwan); IndiGo (3); Peach; Qingdao Airlines; Saudia (Flyadeal) (2); Shenzen Airlines; SMBC Aviation Capital (Juneyao Airlines); Spirit Airlines; Volaris A321ceo 1 Delta Air Lines AerCap (Air Macau); Air Lease Corporation (Sky Airline); American Airlines; BOC Aviation (TAP Air Portugal); BOC Aviation (Ural Airlines); China Southern Airlines; GECAS (Bamboo Airways); A321neo 17 Lufthansa; Sichuan Airlines; SMBC Aviation Capital (Aegean Airlines); SMBC Aviation Capital (Aeroflot Russian Airlines); Turkish Airlines; VietJet Air; Volaris; Wizz Air Hungary (3) A350-900 2 Air France; China Eastern Airlines Total 47

Boeing Deliveries

Ryanair has allocated several of its Boeing 737 MAX 200s to subsidiary Malta Air. Others are due to join Polish sister company Buzz over the coming months SIMON FEWKES Boeing delivered the following aircraft in July: 777 Partners (Flair Airlines) (3); Air Lease Corporation; Air Lease Corporation 737 MAX 8 12 (Oman Air) (2); CDB Aviation (GOL); Fiji Airways; Flydubai (2); ICBC Leasing (2) 737 MAX 200 9 Ryanair 737 MAX 9 1 Aeromexico 747-8F 1 UPS 767-300F 3 FedEx Express Total 26

News Review • International

AAC Defenders demobbed

BRITTEN-NORMAN HAS acquired nine former Army Air Corps (AAC) Defender AL.1s, following the type’s retirement, and plans to demilitarise the aircraft for onward sale. The turboprops previously operated in a surveillance role, and have been modified to provide a bigger capacity and a longer endurance period.

The BN2T-4S supplied to the AAC has a stretched fuselage that offers an additional metre of cabin length.

It also has a larger wing, which can accommodate up to 1,250L of fuel, translating to an eight-hour endurance and a VFR range of more than 1,000nm. Short take-off

and landing performance (STOL) is maintained, thanks to 400shp Rolls Royce Model 250 B17F powerplants.

William Hynett, Britten-Norman CEO, said: “The BN2T-4S Islander brings a different offering to our customers. The aircraft maintains many of the Islander’s renowned STOL characteristics whilst offering a larger cabin for increased passenger comfort. There has been early interest in the aircraft in both the airline and policing configurations.

We have already commenced conversion of the aircraft to the civil register for onward sale.”

(Photo Steve Lynes)

Aviation’s annus horribilis THE INTERNATIONAL Air Transport Association (IATA) has confirmed that 2020 was the “worst year on record” for the airline industry, due to the damaging effects of the pandemic.

Some of the crucial figures, disclosed through its IATA World Air Transport Statistics (WATS) publication, showed that just 1.8 billion passengers flew during 2020, a stark contrast to the 4.5 billion who took to the air in 2019 and a decrease of 60%. Total international passenger demand dropped by 75.6%, with the domestic equivalent falling by 48.8% – both compared with 2019. Total industry passenger revenues decreased by 69% to $189bn in 2020, while net losses were $126.4bn.

For regional rankings – based on total passengers carried on scheduled services by airlines registered within the specific regions – Asia-Pacific placed first with 780.7 million. North America was second with 401.7 million, while Europe came third with 389.9 million passengers.

In 2020, Star Alliance maintained its position as the largest airline alliance, with 18.7% of total scheduled traffic, followed by SkyTeam (16.3%) and oneworld (12.7%).

Meanwhile, cargo was the silver lining in the industry during 2020, as the market changed to suit new needs and keep goods moving internationally. Vaccines, personal protective equipment and other medical supplies provided suitable operational need to keep some carriers afloat. At the end of 2020, industry-wide cargo tonnekilometres (CTKs) had returned close to pre-pandemic levels. However, the annual decline in cargo demand was still the largest decrease since the global financial crisis in 2009.

Willie Walsh, IATA’s director general, said: “2020 was a year that we’d all like to forget. But analysing the performance statistics for the year reveals an amazing story of perseverance. At the depth of the crisis, in April 2020, 66% of the world’s commercial air transport fleet was grounded. A million jobs disappeared and industry losses for the year totalled $126bn.

“Many governments recognised aviation’s critical contributions and provided financial lifelines. But it was the rapid actions by airlines and the commitment of our people that saw the industry through the most difficult year in its history.”

Embraer goes electric EMBRAER’S ELECTRIC-powered demonstrator has made its first flight. The EMB-203 Ipanema-based testbed has begun a flight test programme at Embraer’s Gavião Peixoto facility close to São Paulo.

The Ipanema – a single-seat agricultural aircraft – is usually powered by a Lycoming IO-540 six-cylinder piston engine, which has been substituted by a WEG electric motor and batteries supplied by Energias de Portugal.

This isn’t the first time that the Brazilian-built, crop-spraying aircraft has been powered by an innovative fuel source, having become the world’s first ethanol-fuelled aircraft to be certificated in 2004.

Luís Carlos Affonso, Embraer’s vice president of engineering, technology development and corporate strategy, said: “The first flight of an aircraft is always an important milestone, and the take-off of our first zero-emission electric aircraft also represents the

relevant contribution of our teams and partners to the energy transition of the sector… We are committed to seeking solutions to enable the future of more-sustainable aviation, and innovation will play a key role in this journey.”

Embraer stated that “the knowledge acquired on the electric demonstrator aircraft tests will [enable the company] to develop innovative new products in line with [its] continuous search for a sustainable future”.

The Brazilian manufacturer added that the programme will inform the development of eVTOL aircraft to be produced by Eve – the airframer’s Urban Air Mobility offshoot.

The company also rounded up examples of its military, business and commercial aircraft for a photoshoot with its all-electric Ipanema, indicating that work on the demonstrator could later be used to enhance the larger aircraft.

(Photo Embraer)

www.key.aero

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News Review • Business Aviation

Launch customers for eFlyer 800 revealed

FRACTIONAL OWNERSHIP sister companies, Jet It and JetClub – located in North America and Europe respectively – have become launch customers for Bye Aerospace’s all-electric twin-turboprop, the eFlyer 800.

This comes after the signing of a purchase agreement for “a fleet of eFlyer 800 aircraft and a number of eFlyer 800 purchase options,

along with four eFlyer 4 airplane purchase deposits”. Vishal Hiremath, JetClub CEO and co-founder, said: “Sustainability is a core pillar of the JetClub and Jet It philosophy. ”Innovation in this context aligns with our future vision for the group, which is toward resilient, zero-emission and affordable private travel. ”While private aviation contributes only 0.04% of global emissions, we

are working towards zero percent… with the addition of the eFlyer 800 to our fleet, we take a leap forward in our sustainability goals.”

According to Colorado-based Bye Aerospace, it’s aiming to receive eFlyer 800 certification from the US Federal Aviation Administration by 2025.

The eFlyer 800 will be configured with eight seats and, according to Bye Aerospace, is estimated to have up

to a 320kts cruise speed, a ceiling of 35,000ft, and a range of 500nm with 45-minute IFR (Instrument Flight Rules) reserves.

Additionally, the type – which is targeting the air-taxi, air-cargo, regional and charter markets – is said to have “only one-fifth the operating costs of traditional twin turboprops”.

(Photo Bye Aerospace) Business News by Nigel Pittaway

Third Falcon 6X joins test fleet DASSAULT AVIATION has introduced a third Falcon 6X airframe to its flight test campaign – a move expected to take the type a step closer to an anticipated 2022 certification date.

The third test jet, F-WAVE (c/n 003), is outfitted with a full interior, including in-flight entertainment and communications systems, and will be tasked with cabin design validation.

Additionally, this airframe will be used to evaluate temperature control and environmental features, and validating cabin acoustic systems.

Eric Trappier, chairman and CEO of Dassault Aviation, said: “This latest flight is yet another sign of the smooth progress we have been making with the 6X test programme. We have been consistently impressed with the flight performance and handling of the 6X

and the reliability of aircraft systems.”

This example’s maiden flight took place in late June after completing a two-hour sortie. It departed Dassault’s Bordeaux/Mérignac final assembly plant, climbed to 40,000ft and accelerated to a cruise speed of Mach 0.85, before landing at the Istres flight test facility.

Commenting on the Falcon 6X’s flight characteristics, Philippe Duchateau, Dassault’s chief test pilot, added: “It’s a real joy to fly.”

“The 6X is shaping up to become one of our great success stories, a new benchmark in flying performance and comfort,” added Duchateau.

The first and second examples of the Falcon 6X made their maiden flights on March 10 and April 30 respectively.

(Photo Dassault Aviation)

EASA certification gained TEXTRON AVIATION has confirmed that its flagship Cessna Citation Longitude has gained formal European Union Aviation Safety Agency (EASA) certification.

Consequently, the move paves the way for customer deliveries of the type to begin in the region.

Tom Perry, vice president of sales, EMEA, Textron Aviation, said: “In the second half of last year we saw a substantial increase in super-midsize flight activity across Europe as individuals relied on these products as a transportation solution. ”The introduction of the Longitude to the European market will fulfil the 18

AIRLINER WORLD OCTOBER 2021

international travel needs of many of our customers, while providing them peace of mind and convenience for both their business and personal travel.”

Some of the key flight characteristics for the Cessna Citation Longitude include a 3,500nm range and a full fuel payload of 1,600lbs.

The type is powered by FADEC-equipped Honeywell HTF7700L turbofan engines.

The super-midsize business jet, the largest in the Cessna Citation line-up, can seat up to 12 passengers, plus an optional crew jump seat.

(Photo Textron Aviation)

A320: A PLANE FOR THE PEOPLE NEW INSIDE THE WORLD’S HOTTEST SELLING TWINJET

AIRBUS

Airbus has produced a range of jetliners in its 50-year history. Much is made of the A380 Super Jumbo just because it’s a big jet, but it was a commercial failure. The antithesis of the A320, over 7,400 of which were in service around the world pre-COVID, not to forget another 1,600 neo versions powered with more fuelefficient engines.

A320

A PLANE FOR THE PEOPLE

THE AIRBUS A320 FAMILY All variants explored SINGLE AISLE SUCCESS What makes the A320 a winner?

MARKET RIVALRY Examining the A320’s competition

FR0M THE MAKERS OF

Airbus has over 5,800 more orders for the A320neo. If you’re a seasoned air traveller you’ve almost certainly flown on an A320.

A320: A Plane for The People looks at the type’s development, the family of variants, the aircraft’s main systems and a review of operators.

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Recovery Watch

Freight

conversions could hit record high In our monthly check-in with the Cirium team, we examine the soaring popularity of air cargo and what the future might hold for the wider sector

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he impact of the pandemic caused passenger travel to fall to historic lows, but air cargo activity has muscled its way to the front of the line with opportunities for airlines to earn precious revenue.

In fact, the growing demand for the service is evidenced by the number of aircraft conversions to freighters.

Cirium data highlights that a total of 57 passenger jets were converted to freighters in the first six months of this year – nearly as many as in the whole of 2020 when 70 conversions were completed.

With additional conversion slots coming online, 2021 could see a doubling to a record 140 examples.

This would be an all-time high in the market, beating the previous conversion peaks of 2007 and 1995, when 107 were completed.

Recovery Watch

The boom in activity is also reflected in the deals being done. Orders for conversions have passed 160 this year – well ahead of the 102 recorded in 2020 – pushing the conversion backlog above 350 (as detailed within graph opposite).

According to Chris Seymour, head of market analysis at Ascend

by Cirium, underlying demand for air cargo is strong, especially in the e-commerce sector, boosted by increasing online sales, especially during COVID-19 lockdowns.

As the pandemic raised the need for flexible air cargo solutions, the reliance on this mode of transport grew overnight.

In addition to the rise in freight conversions in 2020, there was an immediate need for the urgent transportation of goods such as PPE (personal protective equipment) and healthcare-related goods. In rapid response to the COVID situation, passenger seats and wiring for any in-flight entertainment systems were removed from some aircraft – these conversions are known as ‘preighters’.

Post-pandemic potential?

The immediate demand for urgent distribution of PPE by air has since softened, and shippers have turned to less time-sensitive methods of transport. However, the growth in cargo continues – especially for

freight conversions. Chris Seymour commented: “The available supply of feedstock has risen, as the passenger market continues to suffer, and in line with this, values of passenger aircraft have fallen, making the total conversion package more attractive.”

Of the orders for conversions, there is an almost equal split between those placed by lessors and by airlines.

As of July 27, only 16 of the orders were directly from the e-commerce integrator market, although it is likely these airframes will be operated on behalf of these companies.

Cirium data shows narrowbodies represent around 60% of the conversion backlog, led by the Boeing 737-800 with almost 120 on order.

The 757 has seen a recent renaissance with more than 30 conversions requested, but the Airbus A321 is an equally popular choice.

Elsewhere, the Boeing 767 leads the widebodies and makes up a quarter of the backlog, with demand from several airlines, as well as Amazon, DHL and the Chinese market.

DHL is also a key player in the new A330 programme and has announced plans to order 11 more conversions.

Cirium data shows that the A330 is a popular choice for cabin cargo operations, accounting for 31.5% of the cabin cargo fleet. It was reported in May 2021 that China Eastern Airlines removed seats from 19 of

these aircraft to carry cargo in the cabin. Lufthansa also operated ten of the A330s for cabin cargo.

Looking at Cirium’s global cabin cargo fleet data, it is clear the widebodies are the top choice as they make up 81.5% of converted aircraft.

In addition, according to analysis by the firm in May, 63 A330s and 58 Boeing 777s have been converted by 17 different airlines.

Seymour added: “2022 is likely to see a further increase of conversions to around 160, with some programmes already sold out until 2023.

“As the long-term, 20-year forecast accounts for an average of just under 100 conversions per year, it is questionable whether this higher level of supply will be maintained beyond 2022, or if it is just a short-term boom.”

ABOVE • A LATAM Cargo Boeing 767-300F(ER), N532LA (c/n 30780) in the sky above Miami International Airport V1IMAGES.COM/ RAUL SEPULVEDA

Recovery timeline In short, the global air cargo demand seems to be evolving rapidly with no short-term signs of slowing down.

As flights continue to return to service with routes being reintroduced and frequencies added, global air freight capacity will increase.

The problem here lies in international travel and its recovery timeline, and that may impact the medium to long-term landscape in cabin cargo conversions.

For more information and insight, visit cirium.com www.key.aero

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Boeings, Boeings...

Gone Having survived corporate indecision, neglect and even terrorist attacks, the last two Boeing 707-400s were scrapped within weeks of each other.

Andreas Spaeth takes us on a nostalgic journey through their pasts and reveals where you can get a piece of history

he Boeing 707, together with the Douglas DC-8, were the first real jetliners, shrinking the world. Their arrival coincided with a shift in fortunes for Lufthansa, who had restarted flying in its post-war iteration in April 1955. “At that time, the Boeing 707 prototype was already undergoing flight testing,” recalled Werner Utter, former Lufthansa board member and chief pilot, in 1984.

Lufthansa received the first of five Boeing 707-430s initially ordered in 1956 at 23m Deutschmarks (DM) apiece (about €50m or £43m today) on March 2, 1960. On its 9hr 47min Seattle to Hamburg delivery flight, the maiden aircraft, D-ABOB (c/n 17718), reached an average speed of 448kts (830km/h). The difference was startling – the newly revived West German flag carrier had recently begun long-haul flying with Lockheed Super Constellations, which cruised at a much more

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pedestrian 259kts (480 km/h). “The Boeing was eating distances,” Utter wrote later in his memoirs. It was also much smoother and its range and reliability reduced both the number of fuel stops and engine failures, Lockheed’s Connie having received the unfortunate moniker of ‘the world's best trimotor’ due to the frequency of its engine issues.

Aircraft performance had changed beyond all recognition within a matter of decades. Just 21 years earlier, in summer 1939, in the best of conditions, a round-the-world flight from Europe took almost 17 days.

A piston-engined aircraft in 1947 achieved the same feat in five days and 17 hours, whereas a jetliner such as the Boeing 707 more than halved that time to just two days, 21 hours and 30 minutes, including a 13-hour night stop in Tokyo.

The Boeing 707 was one of the biggest quantum leaps ever in passenger flying, in many respects.

The new jet delivered four times

ABOVE • After decades of service, the aircraft is towed to meet its fate DIRK GROTHE

the productivity of a Super Constellation, as the 707, mostly configured with 148 seats at Lufthansa, flew twice as many passengers as the Super Connie in half the time.

For pilots, this new age of jet flying meant a huge adjustment – from five men on the Constellation’s cockpit to just three in the jet. Utter reflected in his memoirs: “At first I couldn’t deny the feeling that this machine was flying with me, and it was not me flying it, it was a new and overwhelming [sensation] that this aircraft triumphed over its creator – man.”

The new jets climbed twice as fast as the ubiquitous piston airliners of the time, too. The increase in performance meant ‘JET’ was added to their call signs to denote the difference in capability. They also operated at 35,000ft – uncontrolled airspace in Europe – as flight levels assigned and monitored from the ground only reached 25,000ft at

LEFT • Lufthansa operated five Boeing 707-430s from 1960 until 1977 AIRTEAMIMAGES.COM/ WOLFGANG MENDORF www.key.aero

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the time. To avoid collisions, jetliners had to inform ATC about their intentions but, beyond that, were left to their own devices as far as visually monitoring other air traffic was concerned.

The speed of the 707 was still something pilots needed to adjust to.

“I always gave the 707 the [beans] and then it worked,” grinned Dieter ‘Didi’ Krauss, a veteran Lufthansa 707 pilot, now 84 and still flying a Focke-Wulf Fw 44 Stieglitz. He had switched from the Super Connie to become First Officer on the 707 in the early 1960s.

“It was gigantic, this totally different amount of power available to you. The 707 was like a raging bull, you had to get used to it, especially on the shorter Boeing 720,” he recalled.

That didn’t always end well – two new Lufthansa 720s crashed on training flights over Germany in 1961 and 1962, apparently after pilots, over-confident from their recent

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ABOVE • Lufthansa flew both the Boeing 707-330 (nearest the camera) and the 707-430 AIRTEAMIMAGES.COM/ WOLFGANG MENDORF

Boeing transition courses in the US, tried to emulate their American training captains in ill-fated attempts to barrel-roll the airliners. But Krauss still says today: “I hugely enjoyed flying the 707, it was very safe and easy to handle.”

Jet debut

BELOW • Attempts had been made to turn the former Lufthansa airliner into a museum, with information about the aircraft's history displayed on the cabin walls DIRK GROTHE

Lufthansa inaugurated its first jet flight on March 17, 1960, with D-ABOB flying from Hamburg via Frankfurt to New York/Idlewild (today’s JFK) as LH 420. A return economy class fare – which complied with IATA’s strict pricing rules – cost DM1,907, around £3,600 today or half a Volkswagen Beetle at the time. Despite great expectations, the maiden flight was marred by technical problems and bad weather in New York. It arrived seven-and-a-half hours late after diverting to Gander, Canada.

The West German airline had been the first customer to opt for

the lighter, quieter and more economical 18,000lb st Rolls-Royce Conway 508 turbofan instead of the Pratt & Whitney JT4A turbojet which powered the 707-320.

British Overseas Airways Corporation (BOAC) announced an order six months after Lufthansa.

The UK’s Air Registration Board (later the Civil Aviation Authority) initially refused to issue a certificate of airworthiness for this version, citing insufficient yaw control, excessive rudder forces and the danger of over-rotation on take-off. Boeing responded by adding 40in to the vertical stabiliser and fitting an underfin to prevent over-rotation. These modifications introduced on the 707-420 – except the fin under the tail – were later retrofitted to all earlier 707s. In total, just 37 examples of the 707-400s were delivered until November 1963, to Lufthansa and BOAC, but

I always gave the 707 the [beans] and then it worked Dieter ‘Didi’ Krauss, a veteran Lufthansa 707 pilot also to Air India, Varig and El Al Israel Airlines. The last two surviving models anywhere were preserved in Germany until the summer of 2021, when sadly, both were scrapped within weeks of each other.

“The aircraft was Lufthansa’s entry into the jet age, and it made a major contribution to the company’s ascent to become one of the leading airlines,” reflected Werner Utter. In total, the firm operated 23 Boeing 707s and eight 720s, including four lost in accidents. The carrier’s final 707 passenger service – a farewell sortie – took place on the last day of 1984 with 707-330B example, D-ABUL (c/n 19315), having joined the fleet 18 years earlier. It had dispensed of its ’400 examples some seven years prior – the Conway-powered jet having a range 1,250nm shorter than Lufthansa’s ‘330Bs. Of Lufthansa’s 31 first-generation jetliners, just one remained in

Germany. The airframe, D-ABOD (c/n 17720), had made its first flight at Boeing Field on April 5, 1960 and departed to Hamburg on its delivery trip 19 days later. At Lufthansa’s Fuhlsbüttel maintenance base, the cabin furnishings were fitted and the aircraft went into scheduled service on May 5. Little more than a week after flying its first commercial rotation, it opened a new route, LH 450 from Frankfurt via Paris and Montréal to San Francisco. The stops in France and Canada were necessary because the thirsty Conway engines ruled out any non-stop flying from Europe to the US West Coast. The Lufthansa 707 cabins had a luxurious layout then – First Class had six rows of extendable ‘Sleeperette’ seats with an opulent 56in pitch in a two-plus-two configuration, with a folding door behind opening into a First Class lounge area with a bar, leather seats and tables. Another

folding door led into ‘Tourist’ or economy class; 17 rows of seats in three-plus-three layout boasting a phenomenal 40in pitch for a total of 126 seats on board. Seat rails allowed the cabin to be reconfigured according to need: a standard version without a bar had16 First and 132 in economy, while the installation of up to 189 seats was also possible.

The operational life of D-ABOD lasted 15 years, until its final scheduled link terminated in Hamburg on November 30th, 1975.

Accident-free, ‘Oscar Delta’ had accumulated 59,024 flight hours across 20,783 cycles and covered 28.6 million nm. This is considerably less than Lufthansa’s top 707 workhorse, D-ABUA, a 707-330C later converted to a freighter, which amassed more than 75,000 hours.

Oscar Delta then transitioned from airliner to film star, appearing as Air Force One in Twilight’s Last

ABOVE • Lufthansa Technik apprentices repainted the airliner in a red and white Hamburg Airport livery once it had finished using the quadjet as a ground instructional airframe AIRTEAMIMAGES.COM/HAMFIVE BELOW • The Hamburg resident appeared in a number of films and TV shows after becoming surplus to requirements with Lufthansa Technik DIRK GROTHE

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Gleaming after flying to Munich/Riem for filming in early 1976. Its last flight ever was the return from Munich to Hamburg on February 20, 1976. It was deregistered that June and began a new career as a training aircraft for Lufthansa Technik apprentices until early 1999, during which time an estimated 1,700 mechanics cut their teeth on her. In this role, Oscar Delta became the only 707 to receive the airline’s new livery in the 1990s. The Lufthansa titling was suffixed by ‘Training’ to distinguish the first-generation jet from the carrier’s much more modern fleet.

With its time as a ground instructional airframe at an end, Lufthansa Technik apprentices repainted the airliner in a white and red livery with ‘HAMBURG AIRport’ titles and the fictitious registration D-AHFG. In this disguise, D-ABOD became the airport’s museum airframe, proudly presented first at a vintage fly-in event called Hamburg Airport Classics in June 1999.

Sadly, the aircraft was otherwise never accessible to the public, but an association of volunteers and supporters was formed to preserve the veteran airliner. Again, it often served as an on-screen prop, starring in different roles from commercials to posing as VIP aircraft, including a TV drama about the German unification.

In this it appeared as Soviet leader Mikhail Gorbachev’s state aircraft with hammer and sickle applied besides the cockpit. It was also used

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as a wedding venue and for de-icing training, although thankfully not at the same time.

To keep the aircraft’s interior in fine fettle, seats and galleys were rescued from former German Air Force 707s and installed. Other parts like cabin wall linings and seats came from Berlin – swapped with another 707 that ended up in the capital. This is the second 707 involved in this story and was also scrapped in 2021.

Unlike Hamburg’s example, this aircraft never served with Lufthansa. Instead, the 707-458 joined El Al as 4X-ATB (c/n 18071), on June 7, 1961. This was a similar Rolls-Royce Conway-equipped version to Lufthansa’s D-ABOD, but one which rolled off the Renton, Seattle production line a year later.

A close shave That the former El Al jet had survived into its seventh decade wasn’t the only reason behind its significance.

The airliner narrowly avoided being hijacked, flown to Dawson’s Field, Jordan, and blown up there alongside a trio of other jets operated by BOAC, Trans World Airlines and Swissair.

On September 6, 1970 the aircraft was flying from Tel Aviv to New York/ Idlewild via Amsterdam/Schiphol.

After departing the Dutch capital, it was hijacked by members of the Popular Front for the Liberation of Palestine (PFLP). Unlike other airlines whose aircraft were hijacked that day, El Al had a policy of non-compliance

ABOVE • The flight deck of D-ABOD had remained almost complete DIRK GROTHE BELOW • The demolition company had learned from its mistakes at Tegel, employing a large circular saw to cut the airframe into more manageable chunks DIRK GROTHE

ABOVE • The first generation jet was initially placed on display by a Berlin/Tegel access road DIRK GROTHE

BELOW• The Boeing 707-458 ended its working life with Arkia Airlines before being gifted to Lufthansa in 1986 AIRTEAMIMAGES.COM/THE SAMBA COLLECTION

with hijacker demands. Instead, as the intruders tried to invade the closed cockpit, the captain placed the 707 into a steep nosedive, throwing the hijackers off their feet. One of the PFLP members, Patrick Argüello, threw his sole grenade down the aisle but it failed to explode. He was then shot by an undercover sky marshal while his co-conspirator Leila Khaled was overpowered, the aircraft making an emergency landing at London’s Heathrow Airport.

The 1961-built jet continued to serve with El Al until early 1984, when it was leased to the flag carrier’s holiday airline subsidiary, Arkia. It was then retired in September 1986 and returned to Boeing. This coincided with Boeing’s 200th delivery to Lufthansa, a 737-300, on November 21, 1986. The manufacturer wanted to mark the occasion and the 707 orders that had kicked off the long-standing relationship with a gift to Lufthansa.

The idea was to present a 707 named Berlin in the divided city as a symbol of the airline’s return to the former (and future) country’s capital at a time when no German airline was allowed to land there. The original Berlin was D-ABOC, christened in a September 1960 ceremony where D-ABOD was named Frankfurt.

The original D-ABOC, (c/n 17719), had been scrapped in Bournemouth in 1983. Instead, 4X-ATB was painted in quasi-original 1960s Lufthansa colours (albeit with some shortfalls) in Tel Aviv and delivered to Frankfurt www.key.aero

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on November 20, 1986, with its Lufthansa titles and logos covered.

Only then was it cancelled from the Israeli register, sold to Boeing Operations and re-registered N130KR. A German registration was out of the question, as due to West Berlin’s allied status, only American, British and French registered aircraft were allowed to use the air corridors to the divided city above Eastern Germany.

The following day the airframe – with its now mysterious appearance – was ferried to Berlin/Tegel Airport.

ABOVE • On board the ex-El Al and Arkia quadjet DIRK GROTHE

Big problem The PR value enabled Lufthansa to tout ‘We are back in Berlin’ some three years before the wall fell, but it became a permanent move. The big gift from Boeing was a burden as soon as it touched down. There was neither space nor budget nor any concept or even will to use the historic 707 in a memorable way.

Lufthansa couldn’t take care of it in a city it didn’t (and couldn’t) serve, the airport wasn’t interested and so the only option was to hand the aircraft to a reluctant Deutsches Technikmuseum. The Berlin institution boasts a great aviation exhibition that deals almost exclusively with military and early German types. But there was no way to display the 707 due to its size.

Speaking to Airliner World about the difficulties surrounding the Rolls-Royce Conway-powered airliner, Heiko Triesch, head of the museum’s aviation department, said: “[The museum was] clever enough to force Lufthansa to sign a contract guaranteeing they would bear the cost in case the aircraft needed to be scrapped.” Of course, when that became a reality in 2021, the carrier had all but forgotten about it.

In the end, the one-time 4X-ATB called Tegel home for 35 years. At first, its El Al interior was installed on

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BELOW • The Berlin-based Boeing had been a challenging gift to accept both for Lufthansa and Tegel Airport, where the 707 would stay for the next 35 years DIRK GROTHE

D-ABOD, while the latter’s Lufthansa interior in turn was ferried to Berlin to make the former-Israeli’s interior more closely match its new colours, despite having no prior connection to the German operator. Meanwhile, some second-hand seats didn’t improve the 707’s fortunes, although at least between 1987 and 1991, it became a prominent icon greeting visitors at the airport’s access road, even being opened up for guests from time to time.

It then began a slow disappearing act, having been vandalised. It was first moved close to a taxiway before it was transferred to a remote location out of public sight in 1998. Hidden away near a small forest on the facility’s perimeter and lacking care, the jet was used as a training object for the airport fire brigade and police anti-terror units. Unsurprisingly, the veteran’s appearance deteriorated considerably, prompting an irate Lufthansa to request its name and

logo be removed from the rotting airframe in 2006. As Tegel officially closed in May 2021, the question of the 707’s disposal returned.

The combination of its limited historic significance, lack of authenticity and its poor state after years of neglect meant the Renton-built relic’s days were sadly numbered.

ABOVE • The Seattlebuilt survivor was scrapped in situ, unlike its Hamburg counterpart DIRK GROTHE

LEFT • The 1961-built jet slowly disappeared from public view after being placed on display outside Tegel airport between 1987 and 1991 DIRK GROTHE

This is where Hamburg-based auction house Dechow came in. It had gained attention in the aviation industry for successfully auctioning off airBerlin assets from chocolate hearts to aircraft parts, securing a stately sum to fulfil at least some of the creditor’s claims. Dechow was also involved in selling the assets of bankrupt Germania as well as items from Tegel’s terminal, both to industrial customers and aviation enthusiasts. As owners of the Tegel 707, Deutsches Technikmuseum brought them in to dismantle former 4X-ATB and auction suitable items to generate some income to cover costs.

“There were even people interested in buying the whole aircraft,” project leader Jens-Peter Franz told Airliner World. “The selling price would have been modest, but when we told them transport could cost up to a six-figure sum in Euros depending on distance and complexity, everybody was shying away.” Interestingly the auction house, itself generating income from selling off parts, advocated preservation. “We would have liked to keep the aircraft complete or preserve large sections of it, but again, due to prohibitive cost for dismantling, moving and restoration, no interested party was found in the end,” noted Franz. www.key.aero

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Even the Technikmuseum, based in Berlin, couldn’t fund transport or house any major section of Tegel’s 707, as the museum was short of funds after a prolonged period of being shut due to the pandemic.

On May 10, 2021 the long life of the Lufthansa lookalike finally ended when an industrial demolition company, subcontracted by Dechow, began its gruesome work. Before the bulldozers moved in, all cabin parts such as window panels and seats had been removed and saved for auction.

Witnessing an excavator equipped with a hydraulic grapple severing the empennage was heart-breaking for any aviation enthusiast, many of whom were lined up on ladders peeking over the perimeter fence.

This was not a precise surgical operation, but a crude undertaking.

The digger hurled its mechanical

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ABOVE • The Rolls-Royce Conway's distinctive exhaust system is one of the easiest ways to distinguish the 707-400 from its Pratt & Whitney JT4-powered sister variant DIRK GROTHE

BELOW • The ex-El Al jet's tail section is unceremoniously removed from the rear fuselage DIRK GROTHE

jaws on to the aircraft skin where it bit off huge chunks of metal, tearing it apart with a screeching, growling sound. It did so in the aft part from one side, then moved to the other side of the fuselage to try again, but it seemed the sturdy aircraft resisted this effort stubbornly. It took almost 20 minutes before the tail section almost gracefully sank to the ground, somehow dignified until the very last second. On stepping up on to one of the vertical stabilisers, it turned out the skin was severely corroded and gave way in parts, making it obvious this aircraft wouldn’t have been worth saving in its entirety. The demolition crew tried their best, but seemingly lacked prior experience in dismantling an airliner, which rarely if ever happens in Germany. As such, its rough approach of haphazardly tearing off parts of wing or hull

looked awkward compared to slightly cleaner jobs by aircraft processing crews elsewhere. In the end it took almost a whole week to take down the 1961 airliner, with big chunks like the cockpit section transported to Dechow’s warehouse in Hamburg awaiting auction and other parts like a stabiliser section or an engine going to Technikmuseum as its owner.

Struggle to save the second Meanwhile, a long fight to save D-ABOD in Hamburg also ended in defeat. Battered by COVID-19 losses, the airport took a stubborn position of wanting to get rid of its former museum piece almost overnight, and preferably without much fuss or attention. It never went public officially explaining why, besides citing cost-cutting. It cost the airport just €6,000 a year to store the aircraft

ABOVE • Just 37 of the Rolls-Royce Conway-powered 707-400s were produced DIRK GROTHE

LEFT • These main undercarriage gear legs highlight the poor condition of the 707s at the time of their scrappings DIRK GROTHE

BELOW • The two nose sections due to be auctioned in September DIRK GROTHE

according to an association of supporters quickly formed to save the 707, and this sum was quickly raised through crowdfunding.

While the airport seemingly listened and postponed disposition of the airframe for six months, some of those involved in negotiations claim management never seriously considered alternatives for D-ABOD, and were in no mood to come up with constructive ideas of their own.

Lufthansa CEO, Jürgen Weber, even lent his assistance to offer solutions and had mooted Lufthansa Technik as a possible co-operation partner, but the pandemic-produced situation proved too dire.

Having turned down the former El Al machine, the Deutsches Technikmuseum was interested to preserve as much of D-ABOD as possible, eying the 55ft front section from nose to wing leading edge.

Heiko Triesch explained: “As the 707 in Hamburg is the only preserved aircraft of this type having been operated by Lufthansa, we consider it as worthy of preservation.” He proposed a model where Lufthansa Technik could have used the process to train underemployed apprentices during lockdown at no cost.

“In the end, an important piece of aviation history could be saved with very little effort,” he asserted in October 2020. But it wasn’t to be, as the museum had to give in to pandemic reality and was no longer able to shoulder transport costs to Berlin. “It was with a heavy heart that I had to give up the idea. A very bitter end for this aircraft,” Triesch concluded four months later.

On June 11, 2021 the inevitable end of D-ABOD began, again with Dechow as a partner to bring as many parts as possible to auction after dismantling and scrapping, with the airport claiming the proceeds for its own purposes. This time, the same demolition company as in Tegel seemed to have learned from experience, as their approach was much more of a precise surgical operation. A rotating saw attached to the excavator neatly cut out window panels from the aircraft skin, severed parts of the wing and later the whole cockpit section. The vertical stabiliser was carefully detached as a single piece this time, after mauling off chunks of it in Tegel. German aircraft seat manufacturer Recaro bought it entirely to put it up as an eye catcher in front of a new building at its Stuttgart HQ. After a few days, the parted out remains of the hull were crudely torn apart, within less than a week, the second and last vintage 707 airliner in Germany was history.

The only consolation? You can get a chunk of either the Hamburg or Tegel 707 for yourself at auction! (visit www.dechow.de for details) www.key.aero

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Start-up

supre ith passenger numbers having plummeted to historic lows and uncertainty over COVID travel restrictions continuing to put a brake on the global aviation industry, launching an airline in the middle of a pandemic may sound fraught with risk. But many of the new carriers hoping to make their mark this year believe 2021 offers the perfect conditions to set their start-ups in motion. Reduced costs and weakened competitors are just some of the reasons fledgling firms have decided now is the right time to launch maiden services.

As we saw in the first part of this report in last month’s edition, there is no shortage of courageous companies in Europe prepared to make the most of a crisis and launch an airline in 2021 – but what about the prospects for the rest of the world?

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Here, Airliner World presents the second part of our review of the airlines taking flight, with a look at the operators hoping to link airports small and large across Asia, Africa the Americas and Middle East.

As usual, a quick caveat before we get set for take-off –this is far from an exhaustive list and, due to the unpredictable nature of the pandemic, airline structures, business models and timelines are subject to change.

ABOVE • ITA has incredibly ambitious growth plans over the coming two years DANIEL R CARNEIRO

ITA (Brazil) ITA Transportes Aéreos, also known as Itapemirim or simply ITA, is a new Brazilian airline based in São Paulo.

It launched operations at the end of June 2021 with an inaugural sortie between the city’s Guarulhos gateway and Brasília and intends to expand to serve up to 35 destinations within its first year. It currently has four Airbus A320ceos (carrying up to 162

RIGHT • The start-up is a rival to more established players such as Azul and GOL DANIEL R CARNEIRO

passengers, 18 fewer seats than the type’s maximum configuration), plus another 11 A320s and two A319s on order.

Sidnei Piva, president of the Itapemirim Group, told Airliner World: “We are reconfiguring the planes to 162 seats so that our passengers can enjoy an affordable trip, but with all the convenience and safety.” The fleet is due to reach 20 airframes by the end of the year and, in the first half of 2022, ITA forecasts it will be in a position to take on five new examples per month. The proposal would mean that by June next year, ITA's fleet could comprise 50 aircraft.

The proposed network includes Belo Horizonte, Rio de Janeiro/ Galeão, São Paulo/Guarulhos, Brasilia, Salvador, Curitiba, Porto Alegre, Porto Seguro, Recife, Maceió, Fortaleza, Florianópolis and Natal. www.voeita.com.br

mos

part two

In the concluding half of a special report, Tom Batchelor highlights some of the new airlines to watch across global markets this year

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GlobalX (USA) GlobalX hopes to become the United States’ leading charter airline with initial bases in Miami and Atlantic City and a base to follow in the west of the country. The company hopes to launch later this year after finalising its FAA certification using Airbus A320 and A321 examples and will offer a mix of passenger and cargo services. Subject to final approvals, GlobalX will fly as an ACMI (meaning it will provide aircraft, crew, maintenance and insurance to the lessee), wet lease, and ad-hoc charter airline serving the US, Canadian, Caribbean and Latin American markets targeting customers such as casinos and sports teams, plus VIP travel.

In mid-July 2021, the airline took on its fourth A320 Family passenger jet. “This aircraft will be assigned to our new regional base at Atlantic City [New Jersey], where it will have a full slate of northeast originating charter

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ABOVE • Management at GlobalX thinks there is strong demand for a new entrant in the North American market AIRTEAMIMAGES.COM/ RYAN PATTERSON BELOW • A render of how the GlobalX Cargo Airbus A321 could look VALLAIR

flights starting soon after delivery,” said Ed Wegel, the airline’s chairman and CEO. GlobalX also hopes to start certification with the larger Airbus A330 approximately 12 months after successful certification of the A320 operation. Asked about launch plans, a spokesperson told Airliner World the company was currently focused solely

on certification and would have more details about the proposed start-up soon. The group has a separate spin-off north of the border named Canada Jetlines, which is an ultra-low-cost carrier looking to offer leisure travel to southern Florida, the Caribbean and Mexico. www.globalairlinesgroup.com

Wizz Air Abu Dhabi (UAE) Wizz Air Abu Dhabi, the newest major airline in the United Arab Emirates, launched operations in January 2021 flying between Athens, Greece and Abu Dhabi. The company’s chairman, József Váradi, commented on the eve of the launch that the emirate stood as a “bold new frontier for ultra-low-fare travel”.

The carrier, a joint-venture established between ADQ and Wizz Air Holdings, launched flights to Greece’s second city, Thessaloniki, soon after, alongside a handful of other initial medium-haul destinations including Alexandria in Egypt, Kutaisi in Georgia, Larnaca in Cyprus, Odessa in Ukraine and the Armenian capital, Yerevan, with four brand-new A321neos. Further locations are due to be launched as the firm adds to its Abu Dhabi-based fleet over the coming months.

In March, it announced plans to link Abu Dhabi with Almaty and Nur-Sultan (formerly Astana) in Kazakhstan, while in May, it stated intentions to serve the Ukrainian capital, Kiev, as well as Bari in Italy plus Salalah and Muscat in Oman. Some 202 rotations were flown in June 2021, accounting for approximately 45,900 seats, according to aviation analysts, Cirium.

With Abu Dhabi’s strategically important position linking Africa and Asia, airline bosses have also said they are considering flights to India to capitalise on the large flows of workers to and from the UAE. “We are no longer just a European airline,” Váradi said at the World Aviation Festival in April 2021. “We are looking at India as a destination market at this point in time. From a UAE perspective, India is a huge market with a huge passenger flow. If the

ABOVE • UAE national carrier Etihad Airways is the best-known Abu Dhabi-based airline. Could Wizz Air change all that?

WIZZ AIR BELOW • The Wizz Air brand is well known in Europe today WIZZ AIR

question is whether we are looking at basing the airline in India, I wouldn’t say we have an imminent priority like that. We have no plans to enter India with an airline or to build an operating base, but we are looking at India as a destination.” www.wizzair.com

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Avelo (USA) Ultra-low-cost carrier Avelo Airlines commenced operations on April 28, 2021 with an inventory of three 737-800s. Headquartered in Houston, Texas, its base is at Hollywood/ Burbank, which the carrier markets as Los Angeles’ most convenient and popular airport. Avelo operated 210 flights from its California hub in June, Cirium data shows, accounting for 39,690 seats.

Initial routes from Burbank included

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AIRLINER WORLD OCTOBER 2021

ABOVE • Avelo boss Andrew Levy is a well-respected figure in the American aviation industry AVELO AIRLINES

BELOW • Hollywood/ Burbank Airport is a focus for the new ULCC AVELO AIRLINES

Santa Rosa, Eureka and Redding in California; Pasco in Washington; Phoenix, Arizona; Bozeman, Montana; Ogden, Utah; Grand Junction, Colorado; and Redmond, Medford and Eugene in Oregon. Avelo’s Boeing 737-800 aircraft seat 189 passengers with 60 of those seats offering up to nine inches of extra legroom.

At the end of July, Avelo announced new destinations from Burbank, including Monterey, California; Fort Collins-Loveland, Colorado; and Provo and St George, Utah – with eye-catching one-way fares on the links starting at US$49. Later this year, the company plans to open a new east coast base at Tweed New Haven Airport in Connecticut.

“Since our launch, we've been on a mission to bring low fares, more choice and greater convenience in air travel to Angelenos,” said Avelo chairman and CEO, Andrew Levy.

“These new routes will provide our LA customers with unmatched affordability and direct access to four beautiful unserved destinations across the Western US.” For more on Avelo Airlines, including our experience on the first-ever sortie, check out the July 2021 issue of Airliner World. www.aveloair.com

Vietravel Airlines (Vietnam) Vietnam’s newest carrier, Vietravel Airlines, launched from Ho Chi Minh City and Hanoi to domestic destinations including Nha Trang, Phu Quoc, Da Nang and Hue in January. International services are expected to follow when COVID travel restrictions allow.

Using a pair of A321ceo examples, the firm was created by the southeast Asian nation’s prolific tourism operator, Vietravel. Headquartered at Phu Bai International Airport, near the central city of Hue (the Vietnamese capital until 1945), it aims to carry one million customers in its first year of operations. The carrier has a total investment of VND700bn (US$30.2m), but said it expected to make a loss in its first year. www.vietravelairlines.com

ABOVE • Airbus A321ceos form the backbone of the Vietravel fleet VIETRAVEL AIRLINES

LEFT • Vietravel Airlines is hoping to leverage some of its parent company's success in the wider tourism sector VIETRAVEL AIRLINES

Green Africa Airways (Nigeria) Lagos-based Green Africa Airways started domestic services in August 2021 with three ATR 72-600s, with ambitious growth plans that could see its fleet rise to 15 by the end of 2022.

The initial network will see Lagos – a megacity and major African financial

centre – connected with destinations including Abuja, Akure, Enugu, Ilorin, Owerri and Port Harcourt.

Ticket sales launched on its website earlier this year with starting fares at NGN16,500 (US$40). The airline said in a statement that additional locations within Nigeria would be

BELOW • Green Africa could join the handful of Airbus A220 operators on the continent AIRBUS

added, including plans to establish two more bases outside Lagos.

Babawande Afolabi, Green Africa’s founder and chief executive, who has been working on the project since 2014, said that receiving a third aircraft in June signified Green Africa’s “readiness to enter into service and start serving our customers”, adding: “ACIA Aero Leasing has been a very supportive partner and we are proud of this relationship.” Green Africa had worked with the Nigerian Civil Aviation Authority [NCAA] to secure its AOC, which included conducting 42 hours of demonstration flights.

Afolabi added: “We are building a value carrier that will connect customers to their opportunities and be a catalyst for positive change across the region.” www.greenafrica.com

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Breeze Airways (USA)

Greater Bay Airlines (Hong Kong/China) Hong Kong-based start-up Greater Bay Airlines (GBA) has outlined plans for an inaugural flight in October, as reported by the South China Morning Post on August 8. At the beginning of the year, GBA had applied to serve 104 destinations – the majority in mainland China and with others spread across the Asia-Pacific region.

Management at the carrier has eyed opportunities following the suspension of Cathay Dragon services

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AIRLINER WORLD OCTOBER 2021

ABOVE • Greater Bay Airlines sees big opportunities within the Hong Kong aviation scene CHAN LONG HEI/SOPA IMAGES/ LIGHTROCKET VIA GETTY IMAGES

BELOW • David Neeleman with Breeze colleagues ahead of the airline's launch BREEZE AIRWAYS

last October, which left a market gap.

At the end of July, the first of the fledgling firm’s jets was spotted in a hangar at Guangzhou’s Baiyun Airport. The carrier’s CEO, Algernon Yau, commented on a photo of the turquoise-liveried 737-800: “Taken by an anorak in Guangzhou and can’t keep the secret longer. A key milestone hit and we are a step closer to our dream.” GBA is expected to commence operations with a trio of 737-800s, but is aiming to expand this to 30 examples by 2025.

Salt Lake City-headquartered Breeze Airways started operations in the spring with ten 108-seat Embraer 190 jets and three 118-seat E195s. A further 60 Airbus A220-300s are on order, with an update in March suggesting three will be delivered in 2021, 15 in 2022, three in 2023, seven in 2024 and the rest “after 2024”.

The inaugural flight from Tampa in Florida to Charleston, South Carolina, was completed on May 27, with the first month of operations linking the two cities with Hartford, Connecticut. Breeze Airways was founded by David Neeleman, the man behind JetBlue, as North America’s ‘Seriously Nice’ new carrier. It is Neeleman’s fifth airline start-up after JetBlue, Brazil's Azul, Canada’s WestJet, and Morris Air, which was based in Utah and later purchased by Southwest Airlines.

“A staggering 95 per cent of Breeze routes currently have no airline serving them nonstop. With seamless booking, no change or cancellation fees, up to 24-months of reusable flight credit and customised flight features delivered via a sleek and simple app, Breeze makes it easy to buy and easy to fly,“ said Neeleman.

Currently, passengers may choose between ‘Nice’ or ‘Nicer’ fares, with the latter offering more legroom and baggage. The ‘Nicest’ fare is being introduced in the autumn along with business class seating on the Airbus A220.

Some 218 sorties were flown in June, accounting for approximately 24,600 seats and linking 16 destinations across the Southwest, Midwest, Southeast and Eastern US, with a focus on four main airports: Tampa, Charleston, New Orleans and Norfolk (Virginia). Tampa is the airline’s most popular destination, with 65 rotations, accounting for 7,345 seats in June, followed closely

by Charleston (60 flights and 6,780 seats) and Louisville/ Muhammad Ali (Kentucky) (32 sorties and 3,616 seats).

For more on Breeze Airways, including an extended interview with David Neeleman, check out the August 2021 issue of Airliner World. www.flybreeze.com

Burundi Airlines (Burundi)

Ecuatoriana Airlines (Ecuador) Though its name pays homage to former flag carrier Ecuatoriana de Aviación – which had served the small Andean country until 1996 – Ecuatoriana Airlines is a brand-new player that plans to launch its inaugural rotation in the fourth quarter of 2021.

Work to launch the carrier has been under way since September 2019, when Ed Delgado, the Quito-based company's president and CEO, teamed up with California consultancy firm, Air Transport Business Development (ATBD).

Delgado told Airliner World: “In March 2020 as the pandemic was growing I reached out to... the [ATBD] advisory team, I was ready to pull the plug. However, they insisted we should continue with our project and vision. Soon thereafter, LATAM and Avianca Ecuador declared bankruptcy followed by the demise of TAME Airlines of Ecuador. I spoke with Dave [Hopkins, CEO of ATBD] and he stated each pandemic and crisis comes with opportunities and this was Ecuatoriana’s moment.”

The airline will start operations with two De Havilland Canada Dash 8-400s, each seating 76 passengers.

ABOVE • There are high hopes that Ecuatoriana could stabilise the civil air market in a region that has been dominated by failures ECUATORIANA AIRLINES

This is expected to increase to a total of five airframes within a 15-month period and the company said it was considering a second aircraft type for future expansion in the region.

Ecuatoriana is expected to target the domestic market through its hubs in Quito and Guayaquil, as well as connecting destinations in neighbouring Peru and Colombia.

Many border cities have limited existing air connectivity and Ecuatoriana hopes travellers will favour the more convenient connection in Ecuador rather than in large hub airports such as Lima and Bogotá. Tickets were planned to go on sale in September. www.ecuatoriana.com

Flybig (India)

BELOW • Flybig is targeting underserved routes across India FLYBIG

Indian regional carrier Flybig launched just three days into 2021 with an inaugural flight from Indore to Ahmedabad, having leased a single ATR 72-500 from Avation in September 2020. Its aim is to link smaller Indian towns and cities that are without existing air services. The additional destinations it currently serves include Bhopal, Kolkata, Dibrugarh, Guwahati, Agartala, Pasighat, Raipur and Rupsi. www.flybig.in

Officials in landlocked Burundi in east Africa have been working on the creation of a new national airline since 2017 in an effort to replace Air Burundi, which has been grounded for 12 years. In February, Burundi’s Minister of Trade, Transport, Industry and Tourism, Immaculate Ndabaneze, oversaw the formation of the new carrier, which is 92 per cent owned by the state and is born from the merger between the former national carrier and the Burundian Airport Management Company.

While there are no immediate plans to launch inaugural services, Burundi Airlines is eventually expected to serve international routes, possibly following in the footsteps of the defunct flag carrier, which counted gateways in Rwanda, Tanzania and Uganda among its flagship destinations.

Connect Airlines (US/Canada) Boston-based FAA Part 135 jet charter operator, Waltzing Matilda Aviation (WMA), plans to launch Connect Airlines with first services scheduled for October 2021. The firm is due to link Toronto/Billy Bishop with cities in the Northeast and Midwest United States.

With a fleet of Dash 8-400s, it plans to serve destinations within 400nm of Toronto’s downtown facility, primarily targeting day-tripping business travellers. Operations are scheduled to begin this winter.

John Thomas, WMA’s CEO, has been actively involved in the aviation industry for 35 years. He said: “Our aim is to change the travelling public’s view of flying on a turboprop aircraft with a different experience.” www.wmaviation.com Toronto's downtown airport is expected to play a central role in Connect Airlines' plans DAVID COOPER/TORONTO STAR VIA GETTY IMAGES

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Propliner on parade he 1950s are remembered for the advent of the jet era, as Comets and Convairs, DC-8s and Dash 80s led the way for the common man to fly at the same speeds as fighter pilots – albeit with G-suits swapped for gin and tonics.

However, as turbojets roared onto the scene, the propliner was still far from its death throes, with Lockheed and Douglas Aircraft producing their definitive articles, the L-1649 Starliner and the DC-7C, respectively. Both were developments of earlier types – Lockheed having leveraged its Super Constellation while Douglas doubled down on the DC-6. It would be the

T

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AIRLINER WORLD OCTOBER 2021

latter company that achieved greater sales success and, in the process, created what many consider to be the ultimate propliner.

The DC-7C was an improved version of the basic model, itself a logical development of the successful DC-6B. It was produced at the request of American Airlines (AA) whose future market share on the lucrative US transcontinental routes was under threat from rival Trans World Airlines (TWA), which had ordered Lockheed Super Constellations. TWA’s Connies were powered by Wright R-3350 Duplex-Cyclones and able to operate from coast to coast non-stop. American’s

Several DC-7s later found work as aerial firefighting aircraft, including this ex-United Airlines variant RICHARD VANDERVORD

In 1953, as the jet era loomed over Santa Monica, the Douglas Aircraft Company unveiled the DC-7. It was a last hurrah for piston power, as Airliner World reveals

DC-6Bs were powered by Pratt & Whitney Double Wasps that were very reliable by the standards of the time.

However, the engine manufacturer did not have a suitable larger development in prospect, and so Douglas turned to Wright Aeronautical and designed its new aircraft around the same basic engine as the Super Constellation.

In 1951, AA signed for 25 DC-7s. The type first flew on May 18, 1953 and made its first commercial service on November 29 that year. It was well received by US passengers, being able to fly across the continent non-stop in around eight hours – but by then Douglas was already looking into

an improved version with increased fuel capacity for long-haul overwater operations. This emerged as the DC-7B, which first flew on April 2, 1955, and Pan American Airways (Pan Am) placed the propliner into service less than a month later.

A total of 107 DC-7As and 110 DC-7Bs were produced, but the variants did attract criticism for their high interior noise and vibration levels.

Perfecting the propliner As the DC-7 was unable to make non-stop westbound Atlantic crossings against winds of average strength or more, the DC-7C was developed to meet a Pan Am specification for an

aircraft capable of flying non-stop in both directions. This was achieved by adding 5ft wing sections between the fuselage and the inner engine nacelles, increasing the wingspan to 127ft 6in.

As well as permitting an increased fuel load to be carried, moving the engines further outboard also reduced the level of vibration and noise in the passenger cabin.

A fuselage extension ahead of the wing increased the aircraft’s length to 112ft 3in, and a new taller tailfin and rudder was fitted to compensate.

The prototype DC-7C, registered N70C, made its first flight on December 20, 1955 and the type was produced on the same Santa

Scandinavian Airlines operated 14 examples, using the propliners on polar route services to Tokyo via Anchorage before relegating the Wright Duplex-Cyclonepowered airliners to services within Norway, Denmark and Sweden TOM SINGFIELD COLLECTION

Monica, California production line as the DC-6A and DC-6B. The DC-7C – which was also known as the Seven Seas – entered service with Pan Am on June 1, 1956 on the Los AngelesSan Francisco-London route. It beat the rival Starliner into airline service by some three weeks to become the world’s first truly long-range airliner.

A total of 122 examples were to be sold to US airlines and European carriers such as British Overseas Airways Corporation (BOAC), KLM and Swissair as well as SAS Scandinavian Airlines and Panair do Brasil in South America.

Up to 102 passengers could be accommodated in an all-Tourist layout, but most operators configured theirs with a two-class cabin including First Class seating. There was also provision for replacing some of the seats with sleeper berths for overnight services.

The first carrier on the European continent to introduce DC-7Cs on the North Atlantic run was SAS, which inaugurated services on September 8, 1956. The carrier eventually acquired 14 examples, although the initial order for the type was placed with some reluctance in 1955 as the airline’s management estimated the aircraft would only be in frontline service for two years or so before

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43

being displaced by jets. The DC-7Cs were initially furnished in a oneclass layout with reclining seats for 44 passengers, foldaway bunks and a lounge compartment, but over time this was amended to accommodate up to 24 First Class and 33 Tourist Class passengers instead.

On February 24, 1957, SAS became the first airline to operate polar route flights, when DC-7C LN-MOD inaugurated a service from Copenhagen to Tokyo via Anchorage in Alaska. As DC-8 jets were introduced, the type was relegated to shorter routes and ended its days with the airline carrying up to 92 Economy passengers on flights within Scandinavia.

The UK state-owned long-haul airline, BOAC, was looking forward to introducing the turboprop Bristol Britannia on to its North Atlantic services in the mid-1950s, but technical problems set back the delivery date significantly and, to protect its competitive Atlantic position, BOAC was given special dispensation to place an order for ten DC-7Cs for delivery between October 1956 and April 1957.

The airline was permitted to pay for the aircraft in US dollars and was excused import duty on them on condition that they would be resold for US dollars once the Britannias were in service. During a pre-delivery proving flight on November 11, 1956 a BOAC DC-7C flew non-stop from London to New York in a record time of 10hrs 40mins, and the carrier’s inaugural ‘Monarch’ De Luxe flight to New York took-off on January 6, 1957.

For this service, the aircraft were configured with 42 ‘Sleeper’ seats while 13 overhead bunks were also available at a supplement of £26 16s (£26.80) each way.

On March 10-11, 1957, the type was placed on to London-New York-San Francisco service, with

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AIRLINER WORLD OCTOBER 2021

The UK government allowed British Overseas Airways Corporation to order ten Douglas DC-7Cs due to delays with the Bristol Britannia AIRTEAMIMAGES.COM/ ATI COLLECTION

Caledonian Airways operated half a dozen Douglas DC-7s including G-AOIE (c/n 45115) KEN FIELDING

Spantax was one of several European holiday airlines to purchase the DC-7 second-hand. This example, EC-ATR (c/n 45309), is seen being refuelled at Gatwick prior to departing to Palma AIRTEAMIMAGES.COM/ CAZ CASWELL

Military Douglas DC-7 operators included the Colombian Air Force RICHARD VANDERVORD

onward connections to Sydney provided by Qantas. When Economy Class was introduced for the North Atlantic, the DC-7Cs were converted to accommodate 77 Economy passengers and, during November 1960, two examples were converted to DC-7F freighters with double cargo doors. BOAC operated its last DC-7C scheduled service on August 14, 1960, but throughout 1959 and 1960 the aircraft found a new role on group

charter flights, and during the 1960 season it averaged two flights each day on such work.

On September 10, 1957 Pan Am inaugurated San Francisco-LondonParis services via the polar ‘great circle’ routing, the DC-7Cs reducing the flight time to under 18 hours non-stop. When Economy Class was introduced on the North Atlantic routes, the Pan Am aircraft were eventually reconfigured to carry up

to 104 passengers at a 34in seat pitch.

Brazilian airline Panair do Brasil had originally had ambitious plans to operate de Havilland Comet 2 jets on its services to Europe and had paid a deposit of £259,000 for four, plus two options. But after a series of Comet 1 crashes grounded the type in 1954, the money was reclaimed and eventually used as a deposit on a small fleet of DC-7Cs instead. Other major operators of the type included KLM, which introduced Amsterdam-AnchorageTokyo Polar services on November 1, 1958, Japan Air Lines and Northwest Orient. The last DC-7C was delivered to KLM in December 1958.

Second careers Once their frontline passenger service life was over, many DC-7Cs were converted into freighters with large cargo doors and reinforced floors.

The first entered service in September 1959 and, from November 1962, Douglas offered conversion programmes at its Santa Monica

facility for around £115,000 per aircraft. In November 1962, the resale price of a DC-7C was around £110,000 and 117 were still in service with 12 airlines. Many were sold to holiday charter operators such as Caledonian Airways and Spantax in Europe, and to US supplemental carriers such as Saturn Airlines and Riddle Airlines (later Airlift International); and as late as 1991, there were still three examples in use as water bombers under contract to the US Forest Fire Service.

Throughout its service life, many studies were made into ways to update the DC-7C design and improve its range still further, including wing-tip fuel tanks.

Other proposed developments included a thin-winged version with (unspecified) turboprop engines and capable of carrying 110 passengers at 425mph, and a version with Rolls-Royce Tyne turboprops. Two models were drawn up: the freighter version was designated as the DC-7D, and preliminary discussions regarding

Delta Air Lines has preserved the sole surviving Douglas DC-7B at its Atlanta/ Hartsfield-Jackson base AIRTEAMIMAGES.COM/ RYAN PATTERSON

DC-7B, N4887C (c/n 45351), flew for International Air Response as a water bomber prior to being preserved at the Delta Flight Museum GERRY MANNING

this variant were held with AA, Flying Tiger Line and Slick Airways. The passenger version, called the DC-7T, was to have a fuselage 10ft longer than the DC-7C and accommodate 86 passengers.

Its cruising speed was slated to be in the region of 428-442mph, compared with the 385-390mph of the DC-7D freighter. Both versions would have a larger, swept tailfin and the outboard engines were to be repositioned 30in nearer to the wingtips to enable 16ft-diameter propellers to be fitted.

Douglas was involved in discussions with United Airlines regarding a proposed DC-7C development with Allison 501 turboprops to compete directly with the similarly powered Lockheed Electra. Northwest Orient Airlines and Pan Am also showed interest, but these developments were not built and the major airlines of the world re-equipped with Boeing 707 and DC-8 jets instead, marking the end of long-haul frontline propeller services for the major carriers.

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Airliner World Flight Training Guide

Welcome on board H ello and welcome to Airliner World’s Flight Training Guide. Over the next 20+ pages, we’ll analyse the different approaches to becoming a professional pilot, take you behind the scenes at a major flight school, and hear from experienced aviators as they recount their routes to the flight deck.

But first, let’s answer a question which may have crossed your mind after reading the title of this guide. Why, in the middle of a global pandemic which has decimated the airline industry, would anyone think about training to be a commercial pilot? It may seem like a rather odd time to be talking about it, but now could actually be the perfect moment to consider your options.

According to a report authored

by Geoff Murray for the American management consulting firm Oliver Wyman, the pandemic has merely paused the pilot shortage problem

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AIRLINER WORLD OCTOBER 2021

which airlines around the world were beginning to face before the COVID-19 crisis. The outbreak has caused a temporary shift of focus away from a lack of trained crew towards dealing with a surplus.

The report found that before the pandemic, securing a pipeline of new pilots was a major concern for most airlines around the world, with 82% of regional carriers reporting that they were finding it difficult to recruit talent. Continued growth of the industry over the past two decades has in part caused this problem.

According to the International Civil Aviation Organization (ICAO), the sector – when measured by revenue passenger-kilometres – has grown at an annual rate of around 5% since 1998.

In June 2021, the International Air Transport Association (IATA) published a study that said the industry – and its growth – would return to 88% of pre-pandemic

BELOW • Wizz Air announced in August 2021 that it was planning to hire more than 4,000 pilots by 2030 WIZZ AIR

levels next year and surpass 2019’s figures by 5% as early as 2023. The organisation believes that the removal of restrictions will allow air travel to bounce back strongly.

With a revival in fortunes predicted, there could be renewed problems with localised and even global pilot shortages, as a smaller workforce – battered by early retirements and career changes – is forced to grow again to meet the expected boom in demand for air travel.

Lee Woodward, CEO of Skyborne Airline Academy, believes that many airlines will soon have a fresh need to consider how they will source new pilots: “It is my opinion that in 2022/23 the world will see a growing pilot shortage, far higher than that seen in 2018/19. The travel rebound, combined with a maturing pilot workforce, should see demand for aircrew rise quite rapidly.”

The flight school chief added: “[The] market in the United States is

State of the industry

booming, fuelled by the strength of domestic travel. ”We speak regularly to airlines across the US, and they are continually telling us that travel demand is back to pre-pandemic figures.

“I truly believe air travel will also return with some vigour in the UK and Europe as vaccination rates rise and borders begin to open up, with both markets back to strength by summer 2022.”

Airlines themselves are making moves to prepare for the recovery.

In July, Dublin-based low-cost giant Ryanair announced that it is looking to recruit more than 2,000 pilots over the next three years. The operator said the new cadet positions will be created through expansion facilitated by the delivery of more than 200 Boeing 737 MAX aircraft and an expected increase to 200 million annual passengers by 2026.

Meanwhile, on the other side of Europe in Hungary, Wizz Air

announced that it was also ramping up recruitment across its network with plans to hire 4,600 new pilots by 2030. The airline said it had already trained more than 150 additional pilots in order to fly over 100% of pre-COVID capacity this summer and that it aims to recruit a further 300 more by the end of the year.

The Oliver Wyman report states that the global pilot shortage will emerge in certain regions “no later than 2023 and most probably before”.

The coronavirus has caused a supply shock for pilots as they think twice about entering the industry which is considered by many to be cyclical.

Assessing past crises such as the September 11 attacks and the global financial crisis, new pilot certifications fell by 30-40% in the five years following the initial shock, according to the consulting firm. As a result, the report predicts that 25,000 to 35,000 current and future pilots may choose an alternative career path

ABOVE • Fleet growth is expected to support the expansion of Ryanair's workforce over the next three years as it looks to hire more than 2,000 pilots RYANAIR

over the next ten years. Based on a modest recovery scenario, Murray believes the global shortfall will be around 34,000 pilots by 2025, rising to 50,000 in the most extreme scenarios.

The most important question, according to the report, is not if a shortage will reoccur, but when and how large the gap between supply and demand will be.

Within this context, it may be a little easier to see why flight training and the pursuit of a career in the cockpit in the current climate will make sense to some potential recruits – if admittedly not everyone.

Add to this the training timeline – which for most cadets spans 18-24 months – and prospective pilots could exit flight school and enter a market which experts predict could be booming and in dire need of their skills.

Within this context, we welcome you to our special Flight Training Guide for 2021. It’s ready for take-off!

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Pilot pathways B

ecoming a professional airline pilot is a dream for many aviation enthusiasts – but how do you turn that ambition into reality? The route to earning your wings can appear complex and potentially expensive, with multiple steps and plenty of hard work required. For those serious about entering the industry, the terms ‘integrated’ and ‘modular’ often pop up while researching pilot training. Both can result in the same career opportunities, but what are the main differences between the two?

As part of a typical integrated programme, budding aviators undertake all training continuously at one flight school.

They begin with ATPL theory (usually 14 exams and 750+ classroom hours) before actually getting to fly for real. Some cadets prefer completing the classroom elements in this single, intensive course; but the structured timetable means it isn’t ideal for everyone.

As the name suggests, a student undertaking a modular course completes their training in blocks rather than in one go, which can provide opportunities for additional education or employment. Candidates typically start with training towards their PPL, which can feel more rewarding, but requires extra discipline from the individual as the path can be less defined.

Anna McGrady (A320) and Nick Shaw (Embraer 170/190) both successfully navigated the journey to the flight deck and founded Airline Experience, a training and simulator company based in Surrey. Airliner World caught up with the pair to learn more about their approaches to training, with Anna having decided to follow an integrated pathway, while Nick opted for a modular option.

Theory meets practice “The integrated route that I took started with the selection process and a medical test,” explained Anna. ”The dates were nice and easy, starting in January 2014, and we did all of our groundschool down in Southampton, which comprised 14 exams and took five months or so. That was very challenging, but it meant that the hard bit was out of the way at the start.

“I then went out to New Zealand and did my basic flying out there – both single and multi-engine – and came back with a CPL, then did my IR in Bournemouth, my JOC/MCC and then my type rating at a low-cost carrier.”

For Anna, the option to undertake additional qualifications as part of her integrated approach was too good an opportunity to resist: “I completed a degree alongside my course – this was one of the first of its kind, it was integrated as you go, so I didn’t have to visit a

separate university and came out with a BSc in Professional Aviation Pilot Practice.

“The first part of the degree was alongside ground-school so I didn’t have to do any extra work – because I couldn’t, as we were already so busy! In the second part we completed projects alongside our flying and, in the final stage, we were placed with an airline.”

Nick – Anna’s business partner and an Embraer first officer – said his journey to the cockpit was a little less conventional, but no less stimulating: “I think I fell into the modular approach rather than choosing it. I was working at a pub and someone asked me what I really wanted to do [with my career] and I told him. He said ‘Come and clean a plane and I’ll take you flying.’ And that was it – the aviation bug bit me.

“In 2013/14, I took out a personal loan from the bank and completed a PPL and knew that is what I wanted to do. I then moved to Bristol and met the then-chief pilot of a regional airline, who said to me ‘Look, if you want to do it, get your licences and send me an email’.

It seems like time has flown by since then. I studied in Canada with 14 ground-school exams, then Spain for my IR, then to Bournemouth and Ireland for my MCC/JOC and my type rating at the UK regional carrier.”

Nick’s passion for the industry meant that even when his first employer collapsed in 2019,

he remained focused on his ultimate goal and found a new opportunity with another carrier.

Flying high Reflecting on his experience, Nick said the modular approach can offer flexibility but core elements must be completed regardless of the route taken: “Hour-building isn’t about just ticking a box, it is about making sure that when you go in to do your CPL that your skills are homed in a bit. You can have adventures with it and try different things – it can be really good fun. For example, I flew into Vancouver International and farm-strips in the same day, never mind the same week.”

Anna McGrady’s experience of hour-building was more structured, but still enjoyable: “The course was designed so you did your time with an instructor, then solo circuit time, after that it was just hour-building. We would plan area navigation routes, flight instructors would sign them off and we’d take to skies above New Zealand. It was incredible.”

To watch the full interview with Anna and Nick, and hear their top tips for budding pilots, check out www.key.aero.

Glossary PPL: private pilot licence ATPL: airline transport pilot licence MPL: multi-crew pilot licence IR: instrument rating MCC: multi-crew co-operation JOC: jet orientation course LEFT • Whether modular or integrated, training to be a pilot requires determination and focus AIRTEAMIMAGES.COM/JHRIBAR

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Ready to pursue your dream of becoming a pilot?

No matter which training route you choose, integrated or modular, CAE’s experienced instructors, new courseware, modern aircraft and full flight simulators provide you with the world’s finest training. We’re here to support you every step of the way, even after graduation. It’s why we train more pilots around the world than any other organisation. Are you ready to make your dream come true?

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Airliner World Flight Training Guide ll flight schools that provide end-to-end commercial flying training incorporate broadly similar equipment and facilities so courses are provided within a strict regulatory framework.

The components of the pathway to becoming an airline pilot include a private pilot licence (PPL), airline transport pilot licence (ATPL) theory and exams, multi-engine piston rating (MEP), a commercial pilot licence (CPL), instrument rating (IR), advanced upset prevention and recovery training (UPRT) and an airline pilot standard multi-crew co-operation certificate (APS MCC). These elements dictate the equipment that is required at a flight training organisation.

Based at Gloucester Airport in southwest England, Skyborne Airline Academy works from a purpose-built complex located on the south side of the site. Upon entry, one of the first things that comes into view behind the centrally positioned staircase is the Boeing 737 MAX fixed-base simulator.

This piece of kit is used primarily for the APS MCC element, which is typically the final part of the journey before commencement of type rating training with an airline. Manufactured by the Dutch company Multi Pilot Systems (MPS), the state-of-the-art simulator is an FTD Level 1 device, so it can also be used for a portion of the type rating.

Skyborne’s cadets spend three weeks training inside the simulator to complete the APS MCC, but they also use the device earlier on during the theoretical ATPL portion of the course

A The Boeing 737 MAX simulator is used during the APS MCC phase SKYBORNE AIRLINE ACADEMY

Flight school

focus Pilot training schools come in all shapes and sizes, but there are common themes. Thomas Haynes visited Skyborne Airline Academy to find out what prospective cadets can expect

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Flight school focus to reinforce the subjects though practical demonstration.

The ground floor of the school’s facility also contains a number of classrooms and briefing rooms. The former are used during the ATPL theory module, which usually takes places at the very beginning of the curriculum. Depending on the school, this process typically takes around six months to complete. Students have to pass 14 exams, which cover topics including aircraft general knowledge, meteorology, principles of flight, mass and balance, performance, operational procedures, VFR communications, IFR communications, flight planning and flight monitoring, air law, radio navigation, human performance and limitation, general navigation and instrumentation. The briefing rooms are used before going flying and are a space where an instructor and student can run through the elements of training due to be completed that day. A post-flight debrief is also usually conducted in these spaces.

A key part of any flight school is the operations centre, where cadets are briefed on all the relevant information pertaining to their flight that day. This could include weather forecasts, flight planning, aircraft maintenance and tech logs. Most crucially, the keys to the aircraft can be picked up there.

Moving out into the hangar, Skyborne has airside access directly from its building, providing an easy route for students and instructors.

The company’s fleet is typical of a modern training organisation and comprises Diamond DA40 single-engine and DA42 twin-engine

piston aircraft as well as a Slingsby T67 Firefly.

The Austrian-built Diamond aircraft are used for the commercial pilot license and multi-engine instrument rating elements of the programme, They are are fully equipped with the latest digital avionics to allow cadets to become familiar with glass cockpits that are found in most commercial aircraft. The Slingsby is used during the advanced UPRT portion of the programme, which equips flight crews with the competencies to both prevent and recover from any situation in which an aircraft unintentionally exceeds the parameters for line operation.

In addition to the 737 MAX simulator, Skyborne’s facility is also home to a fixed-base DA42 simulator

ABOVE • The Diamond DA42 simulator is used during the instrument rating phase of training SKYBORNE AIRLINE ACADEMY

LEFT • Skyborne's fleet comprises Diamond DA40 and 42 aircraft SKYBORNE AIRLINE ACADEMY

BELOW • Cadets complete 14 ATPL theoretical knowledge exams which involve more than 750 hours of instruction SKYBORNE AIRLINE ACADEMY

which is used during the instrument rating phase of training. Cadets at the flight school spend approximately 15 hours in the piston twin and a further 30 hours in the simulator. This demonstrates how integral this piece of equipment is in a student’s journey through flight training.

One thing you usually won’t find at UK-based commercial flight schools are cadets training for their private pilot licence. While this stage can be completed at many locations across the UK, the majority of integrated and end-to-end training providers operate ‘fair weather’ bases overseas. This is to maximise the efficiency of training by taking advantage of the favourable meteorological conditions of certain countries and regions, which are beneficial at this early stage of training.

Different schools have their own overseas bases in favoured locations such as Arizona, Spain and New Zealand, while Skyborne recently opened a new training facility at Vero Beach in Florida.

While core elements of the process, such as flight simulators, classrooms and aircraft remain largely the same, the wider flight training experience will vary hugely depending on where a cadet chooses to qualify. Research is therefore recommended to help candidates establish the location best suited to their needs.

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The eyes have it Captain Matt Gray explains how eye tracking technology could help enhance the learning and development of commercial pilots

lying an aircraft is a visual task, with up to 90% of the necessary information being gathered through the pilot’s eyes.

In order to make sense of an increasingly dense visual environment in a modern aircraft, a pilot must learn and perfect the skill of an instrument scan using modern flight equipment.

According to the Federal Aviation Administration’s (FAA) Instrument Flying Handbook, the first fundamental skill of instrument flying is developing a scan, which is defined as the ‘continuous and logical observation of instruments for attitude and performance information’. Many pilots will recall their initial instrument flight training where they were arranged in a radial pattern with the attitude indicator at the hub and performance instruments placed around this central area. This was the result of work by researchers just after World War Two, who determined that this configuration was the best design.

The scan pattern pilots were taught in order to use this arrangement was referred to as the ‘selected radial scan’.

This required pilots to focus on the attitude indicator and then visually select the appropriate information from the other instruments before returning to the attitude indicator.

F

Keeping pace Flight instruments have evolved from the previous display of individual radial examples, fusing into more

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Wider context Head-up displays (HUDs) and head-up guidance systems (HGS) introduce value beyond real-time gaze tracking. When integrated with eye tracking solutions during training, guided by instructor and pilot input and supported by visual and instructional learning tools, these systems can build up additional safety, organisational and operational capability drivers for aircrews, especially amid rising demands.

HUD/HGS are becoming more prevalent in single and multicrew cockpits and they have been recognised as a powerful tool for accident prevention by substantially reducing crew error and improving aircrew situational awareness.

However, they do present a training challenge. It is difficult for an instructor or examiner to confirm the exact nature of a pilot’s scan, or even that the HUD is being used at all.

Precision eye tracking helps overcome a gap in traditional flight simulator training: understanding aircrew behaviour, decision-making and attention levels.

By making pilots’ scan patterns observable and within the normal training footprint, for the first time, instructors can confirm the degree of attention being given to flight path monitoring.

Training technology

ABOVE • Captain Matt Gray has experience flying most of the current generation of Boeing widebodies VIA AUTHOR MAIN IMAGE • Qantas has installed a Seeing Machines eye tracker as part of its new 787-9 full flight simulator AIRTEAMIMAGES.COM/DIPANKAR BHAKTA BELOW • Technology has come a long way since this cadet trained in a Boeing 727 simulator in the mid-1960s DENVER POST VIA GETTY IMAGES

complex presentations. Aircraft such as the Boeing 787-9 have a primary flight display (PFD) that combines an enormous amount of information into one instrument.

These new tools are referred to as “glass instruments” and are now the standard display.

In addition to the glass presentation, many new airliners such as the Dreamliner and Airbus A350 are fitted with a head-up display (HUD).

The HUD is an instrument that was developed from the military and has the advantage of presenting critical information to the pilot in his or her line of sight.

The pilot can then scan the vital instrumentation and still view the outside world, making the transition to landing after an instrument approach easier – particularly in poor weather. The result of this modern approach suggests scan modification from the traditional radial scan pattern.

A pilot requires extensive training to fly a complex modern airliner and an effective scan is essential. Novice pilots transitioning to their first large aircraft take time to develop a scan and often need guidance from the instructor about refining a pattern to improve their performance.

After training, the pilot spends years further improving their scan through line-flying experience and in the simulator during recurrent exercises.

If pilot scan behaviour is regarded as critical and new information-rich and diverse instruments require modified scan techniques, then a number of questions arise about exactly how pilots scan and what training methods might be used to enhance learning.

To what extent does the scan behaviour of a pilot influence

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Airliner World Flight Training Guide their performance? What similarities or differences exist between expert and non-expert pilots? Do differences in eye scan exist between the HUD and the PFD and if they do, what does this mean for training? What value can eye trackers bring and how can they be used in flight training? Can eye trackers accelerate learning?

Aussie ambition Prior to the pandemic, Australia’s Qantas Airways invested in a Seeing Machines eye tracker as part of its new 787-9 Full Flight Simulator (FFS) making it the first purpose-built eye tracker/simulator combination.

The equipment was fitted to explore the complexities of pilot eye scan versus performance with the aim of improving training and seeking answers to scan questions.

Eye tracking research has been of interest for more than 100 years in a number of industries, such as medicine, as well as aviation.

In the last two decades, relevant technology has improved to permit eye trackers to be fitted to a simulator that are unobtrusive to the pilot and allow the eye positions to be accurately displayed on the instructor’s panel as an additional diagnostic and remediation tool.

The eye tracking/simulator research is ongoing at Qantas and is planned to be conducted in a number of phases, firstly to gather data to examine scan patterns during a range of manoeuvres flown by experts versus novices and, in particular, examining scan patterns on the HUD. This is an excellent tool, but has some human factor considerations such as the width of the presentation

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ABOVE • Eye tracking can offer trainees and assessors valuable additional insights SEEING MACHINES

BELOW • Researchers are considering the extent to which the scan behaviour of a pilot influences their performance NICOLAS ECONOMOU/NURPHOTO VIA GETTY IMAGES

and differences in the symbology between the HUD and the PFD. Understanding these limitations may allow more targeted and effective training for learners and provide more guided input from the instructor.

The opportunities for further research continue to evolve with COVID-19 providing a unique opportunity, despite the devastating effect on the global aviation industry. Large numbers of pilots

worldwide have been stood down for extended periods and changes in scan behaviour for this group remain unknown.

Interest in the potential of eye tracking for aviation remains high and the research presently being undertaken at Qantas is aimed at finding answers that may help flight training worldwide.

About the author Captain Matt Gray trained as a pilot and instructor in the RAAF and spent 32 years at Qantas flying the Boeing 747, and flying and examining on the 767, 737 and 787. He was a management pilot for 20 years, finishing as the head of training and checking, where he introduced an eye tracker on the Dreamliner simulator. He holds a Master's in Aviation and is currently undertaking a PhD in pilot eye scan behaviour.

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It became the first ATO authorised school to teach PBN and UPRT courses and later, EAS secured the bonus for students of being examined by Austrocontrol at the school´s facilities.

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EAS Barcelona has also started building a new hangar in Sabadell airport that will triple the current capacity, adding more than 1,500 m2 over two floors. This will allow EAS to house the fleet of aircraft as well as accommodate an operations office and other facilities. The works are anticipated to be completed in summer 2021, once all

permits have been obtained.

The EAS fleet continues to grow, with new acquisitions that arrived barely a year ago. This allows EAS the possibility to schedule flights on aircraft with less than 600 flying hours, providing a real boon for students.

Presently, on top of 8 Tecnam P2002 single-engine aircraft and 3 Tecnam P2006 twin-engine aircraft (with an average age of less than 5 years), can be added two Cessna 150 Aerobat, exclusively designated to provide the practical part of the UPRT course.

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The Centre Spread A European Flight Academy Cirrus SR20 G6, N856EF (c/n 2434) at Phoenix/ Goodyear Airport in Arizona, United States LUFTHANSA AVIATION TRAINING

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U

p until March 2020, Emirates was the world’s biggest long-haul airline by many metrics.

It operated a fleet of 270 passenger and cargo widebody jets, flown by 4,461 captains and first officers.

Like countless other carriers all around the world, when the full effects of the pandemic became clear, the Dubai-based airline suspended the majority of its operations, parked up aircraft and sent cockpit and cabin crew home.

The company resumed cargo operations in May 2020 and scheduled passenger services to key global destinations a month later. But since then, the recovery has been a rollercoaster ride as virus mutations emerged and often unpredictable restrictions on travel continued to dampen demand. By March this year, Emirates had reduced its cockpit crew by 33.6 per cent to 2,964 and cabin crew by 34.1 per cent to 14,372.

Thankfully, there has been more positive developments of late, with local media reports suggesting the airline has started recalling 70-100 pilots per month.

This is to support a rebound in the Emirates flying programme, with

BELOW • The Cirrus SR22 G6 is the backbone of EFTA's training fleet EMIRATES

Typical admission requirements for EFTA: • At least 17 years old • Medically fit • Have a high school degree (grade 12 graduate, O level or equivalent) or higher • English language proficiency has to meet or exceed TOEFL 510 (test of English as a foreign language) or 5.5 per element for IELTS • Eligible for a UAE student visa

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its active fleet having recovered to approximately 130 Boeing 777s and some 30 Airbus A380s.

Training impact While the situation for current pilots is mixed, how has the total transformation of the industry left its mark on the Emirates Flight Training Academy (EFTA)?

In November 2019, Airliner World visited the impressive facilities near Dubai World Central/ Al Maktoum. Inaugurated in 2017, EFTA boasts its own dedicated runway, simulators, a fleet of 22 Cirrus SR22s and five Embraer Phenoms, plus living quarters to accommodate a few hundred cadet pilots a year and is one of the most

advanced facilities anywhere in the world (see Airliner World April 2020).

Captain Abdulla Al Hammadi, vice-president of EFTA, said: “Pre-pandemic, there were clear and consistently strong industry projections for increased pilot demand over the next decade especially in our region. COVID-19 interrupted that trajectory and sadly, a lot of commercial line pilots had to go on furlough or were forced to leave the industry through redundancy.

Many will not return, exacerbating the pilot shortage when traffic returns.”

But the effects of the pandemic on EFTA seem limited, he added: “Following a brief hiatus while the UAE was under strict lockdown last year, EFTA resumed full operations in June 2020, with all bio-safety protocols in place. These are regularly reviewed in line with latest guidelines from the health authorities and our regulator. We currently have over 220 cadets in various stages of training at the academy.” This compares with 252 cadets who were at the facility during Airliner World’s visit in 2019.

Graduate prospects While the appetite for new pilots might be severely reduced, the academy sees a longer term need to

Emirates Flight Training

Emirates’ call for new cadets While the Emirates Flight Training Academy hasn’t been entirely immune to the fallout from the pandemic, the pilot school continues to welcome new recruits, as Richard Schuurman finds out

train a new generation of aviators – and not just for Dubai’s hometown carrier. Successful cadets are not guaranteed a place with Emirates, which is one of the reasons why the academy is taking in new cohorts.

Al Hammadi added: “At EFTA, we’re continuing with our plans to develop a future pipeline of commercial pilots, for Emirates and the broader industry.

In fact, we’ve had healthy rates of new enrolments in our academy during our last intake (May 2021), from both UAE and international cadets.

“Our next intake is September 2021, and we’re already seeing strong interest from prospective cadets to join our world-class training facility and programme.”

Safety is always paramount at flight schools at any time – but even more so now, given the wider public health situation.

Everyone at the academy is subjected to strict bio-safety measures, which can be challenging when you must follow classroom courses, sit in a simulator, or are out there exploring your flying skills over the Arabian deserts.

Al Hammadi confirmed that capacity has been decreased from 18 to 14 students per classroom to help reduce possible virus transmission.

Staff and cadets also comply with social distancing measures of at least two metres at all locations across the academy, including the accommodation block.

Other elements such as regular

ABOVE • The training facility covers an area equivalent to 200 football pitches EMIRATES

BELOW • Captain Abdulla Al Hammadi, vice-president of Emirates Flight Training Academy, addressing a graduation audience in December 2020 EMIRATES

temperature checks, wearing face masks and staggered meal and break times are now all part of daily life at the Emirates Flight Training Academy.

Asked about the likelihood of EFTA realising its ability to train up to 600 cadets a year, Al Hammadi said it is still a possibility, but not any time soon: “The speed at which we scale up and expand our intake in the future depends on the industry’s recovery path.

“EFTA has the ability to respond quickly as our facility has been built with the provision to expand.”

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Bridging the gender gap Bhanu Choudhrie, founder and executive director of Alpha Aviation Group shares his thoughts on why championing women in the cockpit is critical to mitigate future pilot shortages ir travel has been one of the hardest-hit industries during the pandemic.

With flights cancelled, fleets grounded and airports closed, many pilots were put on furlough or made redundant during the crisis.

However, while the number of active pilots decreased significantly during 2020, according to the 2020-2029 CAE Pilot Demand Outlook, growing consumer demand and the ongoing challenge of age-based retirement are expected to drive a resurgence in demand for pilots. In fact, the report suggests that the global civil aviation industry could still require 27,000 new pilots by the end of 2021 and 264,000 over the coming decade.

Now, with the aviation industry looking to re-build as international air travel re-opens, airlines and cargo operators need to re-think their pilot training strategy and innovate to ensure that they can meet the demand for new cohorts of pilots who strive to excel.

Solving that impending challenge requires a variety of solutions, but perhaps the most important is to create a clearer path for more women to become pilots.

A

Industry imbalance Currently, just 5.1% of the world’s 290,000 commercial pilots are women. This means that for every 20 flights you take, just one of them will be piloted by a woman. If we are to make up the future shortfall, finding a way to shift that percentage is essential.

Unfortunately, this gender imbalance has become a longestablished trend within the aviation industry. Stereotypically, pursuing a career as a pilot has been considered a male occupation, with women typecast to cabin crew instead. This

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entrenched perception, coupled with the fact that there are relatively few female role models in the sector, is making it challenging for women to break into the industry.

In addition, there are also economic barriers, which can be equally difficult to surmount. For example, training to become a pilot has traditionally been a lengthy and expensive process, and the financial cost can seem more pronounced to women, for whom a path into a career in aviation has not been laid out. On top of this, the irregular schedule often creates additional issues for women who typically take the lead with childcare.

While pre-conceived perceptions in society about individuals’ capabilities and suitability to certain roles are starting to change, there is still more that needs to be done to address the gender gap. Now we need to see a much more proactive approach from key players across the industry

ABOVE • Bhanu Choudhrie believes there are postpandemic opportunities for the industry to adopt a more gender-balanced approach ALPHA AVIATION GROUP

to pave the way for female cadets and change how the sector attracts recruits to make the process more accessible for women.

Practical solutions At our UAE base, Alpha Aviation has started running the MultiCrew Pilot License (MPL). This is a shorter, more simulator-focused way of training that not only opens up opportunities for prospective cadets from less privileged backgrounds, but also offers a more flexible training programme and quicker route to qualification – reducing the financial outlays often more challenging for female cadets to cover. On top of this, pilots are still required to clock up more than 1,500 flying hours to receive their Airline Transport Pilot (ATP) certificate. The shift to simulator training and e-learning programmes not only provides the flexibility for women who may have other responsibilities and societal pressures,

Bridging the gender gap

ABOVE • Globally, males outnumber females in pilot roles by 19 to 1 DAN KITWOOD/GETTY IMAGES

BELOW • Industry data suggests that just 1.5% of airline captains are female ALPHA AVIATION GROUP

but a lack of physical constraints will allow for larger classes and greater access for women who want to enrol.

As air travel starts to open up, it’s important the sector works to support female cadets now and show them there are great opportunities to pursue a career as an aviator as we emerge from the pandemic. Also, greater career guidance is needed from both airline groups and training facilities.

Visiting schools and universities offers a great opportunity to help break down some of the barriers that have previously deterred women from aspiring to become a pilot. Another way for the industry to balance the gap is to offer bursary programmes. The financial cost is still a key challenge and often seen as a considerable risk.

Offering financial support may help give women the necessary confidence to pursue a change in career and become a pilot.

Before the pandemic, there was already a global shortage of pilots, with people flying more due to a rise in more affordable airlines and falling fuel costs. The past 18 months have only exacerbated this shortage, with pilots grounded so unable to maintain their licence requirements.

With the vaccine rollout gaining momentum, we are already seeing airlines adding new routes and taking delivery of new aircraft. Alongside this industry growth, there is going to be a renewed demand for trained pilots who are ready to take to the sky.

Therefore, it’s imperative that the potential of female cadets is embraced and that the industry doesn’t resort back to the status quo. If women in aviation can take off in the coming decades, there will be no stopping the industry’s growth. www.key.aero

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Flight deck reflections Gordon Smith chats with a range of globetrotting aviators to ask them what they wish they’d known before starting their pilot journey

Stay flexible The beginning of your flight training can seem daunting, with so many different stages and exams to be completed for each qualification.

Pace yourself – set daily, weekly and monthly goals and celebrate each achievement. Every flying hour is precious, not just because you’re paying for them, but each hour logged, is getting you closer to the day you get paid to fly.

Don’t wait for your dream job to come to you. Stay flexible and let your qualifications and experience take your career on an adventure.

Think about why you chose a career as a pilot – was it to look cool in Ray Bans, or to travel the world? Aviation is an international career, some of the best memories come from flying to destinations I’d never heard of and living in countries I’d never considered. Life is a journey.

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Aviation is a volatile industry and the past 18 months have confirmed this.

The best way to become employed and to stay employed, is to be typerated on an aircraft that is widely flown, has future longevity and to be current on that type. The A320 has been flying since 1989 (I know, because that’s when I first flew it) however, it’s been updated and is still one of the most widely flown airliners around the globe. The 737 has also been updated many times and is still a current airliner, whereas the BAe 146, for example, is not as popular and doesn’t open as many opportunities.

Always try to stay rated and current on the newest airliner flying – this will help keep you flying when aviation takes its next downturn.

Captain Chris Pohl Airbus A330/A350 TRI/TRE Follow him on Instagram: @captainchris

ABOVE • The prospect of having these views from ‘the office' is a draw for many AIRTEAMIMAGES.COM/ WOUTER COOREMANS

Journey before destination Airline flying is less flying, more operating. That first signing of the licence only satisfies a bareminimum requirement: you now need the discipline to accumulate and hone thoughts and practice over a lifetime. This comes in surprisingly lengthy bursts – I’m as concerned about the first sector as I am in sustaining my resources for a 10hr+ duty.

As the tech gets more complex, it becomes increasingly opaque – increasing the soft skills required of the pilots. Affability, flexibility, patience and physical and mental fitness are vital.

Respect sleep periods, and don’t don’t be distracted by any rotating doors of management. Most of all, you’ll need self-awareness and resilience, but don’t beat yourself up too much along the way.

Flight deck reflections

Be willing to talk

An aircraft is the vehicle by which you learn about yourself: journey before destination. If short-haul, you will likely never get off down route – cultural experiences will be on your own time and shilling.

The best bit? The autonomy to run a happy team, finesse a jet and reunite around 800 people every day. Is any flying job ever just a job? Thinking of it more as a calling helps rationalise the realities of an unusual role you may aspire to for years.

Today, [becoming a pilot is] twice the cost (and, right now, not a clear prospect) but with a useful type, fair company and union oversight, I have no regrets.

Finally, never open a yoghurt towards you at altitude!

Anon Airbus A320

It’s certainly [true] that the glory days of aviation have passed – when pilots were lauded as pseudo-heroes and the lifestyle was glamorous. However, I don’t think I’d ever considered the challenges that come with working with a different team of colleagues on a daily basis. Having to develop new relationships with total strangers every time one comes to work is equal parts exhilarating and exhausting. Once a bond has been formed, one may not see that person again for weeks, months or even years.

Being fairly gregarious and willing to talk to anyone makes a real difference, though this aspect of the job can make it quite lonely at times. That said, once a bond is formed, it’s often deep and long lasting, and catching up with someone one hasn’t seen for aeons down route, or on a training day, can be a real highlight.

Katy, UK Boeing 737

Aim for excellence If you want to be a pilot, you will need to love it, because there will be times when there are many jobs, and times when jobs have to be cut – such as the last year and a half. Also, your starting wage might not be the best, but it will increase for the better with time.

You might find the dream job you want in your home town, but be prepared to have to move to find the role that will give you experience at the start of your career. If your goal is to make it to the big airlines, aim for it right away, because seniority is one of the most important things for a pilot with the majors.

However, there are so many other jobs that can be just as rewarding, such as regional airlines, corporate

ABOVE • Recent years have seen a homogenisation of aircraft types within the commercial aviation sector AIRBUS

aviation, medevac, or forest-fire fighting, to name just a few.

Once you attain experience, aim for quality of life, since this is what many pilots need once they’ve achieved the job or place that they have really wanted. Aim for excellence in your training, because you will need it someday when something goes wrong and you have to lean on your training and experience.

Enjoy every day as much as you can.

There are many great people in the industry, and every day can and will be different, which can make aviation so rewarding. Find the positives and learn from your experiences, both good and bad.

Captain Sean, Canada Beechcraft Premier I

Long-term commitment If you would like a career as a pilot, you have to have fortitude to overcome obstacles that will lie in your way during your flying career.

You must realise that it will be a long-term commitment that will require unflagging passion and drive.

Becoming a pilot requires plenty of study and consistent practice to stay safe. It’s not like riding a bike, where you put it down for a year and pick it up again with ease.

In addition, if you are a young girl with dreams to fly, you might face even more obstacles and gender discrimination in this industry, but don't let this get in the way of your ambitions. There are so many incredible women pilots, flying for big airline companies, who are inspiring young girls all over the world.

While the journey may seem difficult at times, being a pilot is an extremely rewarding career.

First Officer Dina Dawod, Egypt Airbus A320 www.key.aero

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Airliner World Flight Training Guide Have additional skills Firstly, despite my journey taking many twists and turns through airline collapses, pandemics and more, I have no regrets and would do it all again. They say that hindsight is 20/20 vision and, considering the changes in the aviation industry over the last 30 years, a crystal ball would have been a valuable asset to have had at the outset of my career.

If I was to pass on one piece of friendly advice that has served me well, it would be to have an additional skill set. In flying, we always plan for undesirable eventualities. Whether that is an engine failure after takeoff, or poor weather at the destination calling for an alternate airport, pilots prefer to have options. Similarly, the aviation

BELOW • Becoming a pilot is often challenging, but can be hugely rewarding for those with the drive to succeed AIRTEAMIMAGES.COM/ TIM DE GROOT

industry is susceptible to so many influences beyond its control, from pandemics to terrorist attacks such as 9/11. As individuals, our medical certificate is critical to our career and potentially vulnerable. Having a second qualification can provide peace of mind and does not in any way erode one’s passion for flying.

That second skill, or qualification, may even be related to aviation.

Personally, away from the cockpit, I have pursued endeavours that I enjoy, so they have not seemed like a ‘second job’. As such, they have complemented my aviation journey – one that I have been very fortunate to pursue for over 35 years.

Owen Zupp, Australia Boeing 737-300/800, 747-400, Airbus A320/321

Be prepared ‘There is no such thing as a perfect flight’ were the humble words of one of my instructors during my early days of learning to fly. Despite striving for perfection, I learned that managing how to be resilient and bounce back from lapses was just as important as being able to

What about entry requirements?

While it is always best to check with the individual training provider, these are typical requirements for entry-level courses: • Be at least 18 years of age at the start of the programme • Have successfully completed secondary education • Be proficient in the English language (verbal and written) • Be able to obtain an EASA Class 1 Medical (or equivalent) without restrictions Don’t forget that financial bursaries, grants and other support may be available for candidates, so it is worth investigating what, if any, assistance programmes are out there before selecting a course and provider.

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identify what went well. Nearly two decades later, I still try to make time after each flight to ask my colleagues what could we have done better? It’s always impressive to observe your colleague fly a textbook crosswind landing or an emergency manoeuvre in the simulator, with impeccable accuracy. However, I have the utmost respect for my peers who take time to evaluate themselves and are not embarrassed to highlight and discuss their own shortcomings. You never stop learning!

The pandemic has arguably been the most unsettling and challenging period that has afflicted this fantastic industry that we are so passionate about. If there is a lesson that we can learn from this, then I feel it is to ensure that we are better prepared for the foreboding thought of being furloughed or, even worse, being made unemployed.

As pilots, we are not expected to think creatively and push the boundaries of what’s possible, given that we work in such a procedurally driven and risk-averse environment.

We often underestimate ourselves and what we have to offer, but hidden in our toolbox of skills are a number of traits that many businesses would find highly desirable.

Chris, UK Boeing 777

Flight deck reflections

Don’t be hard on yourself In terms of training, I wish I had taken more time during ground school to relax – I think I put too much pressure on myself to be working every single moment of the day. You need to build in those rest breaks for your mental well-being too.

Above • While the glamorous golden years may have passed, aviation still offers an almost unrivalled chance to travel the world AIRBUS

When it comes to line training at an airline, don’t be so hard on yourself – it is the biggest jump. Don’t assume you need to know everything. That’s why you do sectors with trainers – they [don’t expect] you to know it all.

Anna, UK Airbus A320

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Airliner World Flight Training Guide LEFT • The A320 captain shares his adventures to almost 60,000 followers using the @flightcopilot handle

BELOW • An easyJet Airbus A320, G-EZGX (c/n 8381) landing at Innsbruck, Austria

Captain Faraz Sheikh is also the founder of Flightcopilot.com – a resource for trainee pilots and those looking to bolster their flying skills

was born in London but partially brought up in East Africa – in Nairobi, Kenya.

Like many others, I caught the aviation bug from a very young age. I boarded a Boeing 747 (with my father) at the age of six, on my way to London for a family holiday. It was at night and the whole cockpit was lit up with those analogue dials and buttons. I stood frozen as I glanced at the pilots doing their work. It was love at first sight. I was hooked and the next words that came out of my mouth were: “Daddy, I want to be a pilot when I grow up!”

During the years that followed, I would spend my weekends visiting the airports to see aircraft magically take off into the skies. I was so amazed with the concept of flight and the fact that pilots were paid to do this job. I wanted to fly so badly that I even coloured four stripes on my school shirt, so I looked like a member of flight crew.

I

When dreams take flight Airbus A320 captain Faraz Sheikh shares his remarkable journey to the flight deck

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Captain Eye tracking Faraz Qantas Sheikh Little did I know, using a permanent marker pen meant trouble with my mum later. I remember often having a career chat with my father and no matter how many times I mentioned the idea to him, he would jokingly respond by telling me, "You can't be a pilot, you're useless in school! If you make it as a pilot, I will personally shake your hand one day."

This was, I guess, his way of making me work harder to achieve better grades at school. I remained focused in my classes [but], just prior to starting my O-level equivalent college years, on August 7, 1998, a terrorist bomb shook Nairobi.

In the immediate aftermath, the city was a confused and panicked place. Little did we then know that the explosion targeted the US embassy where my father had worked for his entire career as an accountant.

Unfortunately, I lost my father in this tragic event and my life turned completely. Some months after the attack, my aunt gifted me a few flying lessons to take my mind off things and, for the first time in my life, I took control of a Cessna 172.

The experience was incredible, and I couldn't believe I was learning how to fly for real.

Change of scene

ABOVE • EasyJet has increased its route network for August and September, as travel restrictions across Europe have been relaxed EASYJET

A year later, we moved back to London, where I was to start a new life. I lost all my focus for the first part of my year there and had given up on any career or life goals. Thankfully, I received plenty of help from my new teachers and friends and remembered

BELOW • Faraz with his late father VIA AUTHOR

what my father said to me. I knew I had to break free from that sorrow and prove to him that his son was capable of achieving this dream of becoming a pilot.

I started working hard in school again, started flying lessons at my local club and visited pilot career shows at Heathrow. I became very good friends with a British Airways 747 pilot who I met on board the aircraft when I revisited Africa for

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Airliner World Flight Training Guide

my father’s US embassy memorial service. He was my new mentor in life and this truly boosted me so much to keep my focus and dreams alive. We would often talk and he would guide me and explain what to work on and how to practise ahead of any future British Airways-sponsored pilot scheme. It was all going well until the September 11 attacks in the United States. The whole world stopped and I was immediately taken back to my father’s incident.

The airline/aviation industry suffered severely and most cadet pilot schemes were halted until further notice. I felt I was back to where I started and my dream of becoming a pilot was fading away. Terrorism was to blame for all this yet again.

I almost gave up entirely but realised this meant that I would lose and the bad people who did this would win.

I was not willing to live with that thought and regret, and every time I felt fallen, the words, "If you make it as a pilot, I will personally shake your hand one day," would echo in my ears.

As the sector was in a deep financial crisis in the aftermath of 9/11, I decided to temporarily pursue a bachelor’s degree in airline management. This would keep me in an industry environment and mean I had some sort of back-up education or career plan. During my three years at university, I decided to continue my mission in becoming a pilot. I flew endless hours using Microsoft Flight Simulator to learn more, and continued to visit career open days and exhibitions, while networking with airline pilots, to stay ahead of the game.

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Industry rebound In time, some airlines started to re-open cadet pilot schemes but, due to the financial situation, recruits would have to pay the full cost of flight training – if successfully selected. The price was typically more than US$100,000 for a full-time integrated flight training course, and I knew I didn't have even a fraction of those funds.

Despite that, I still applied to every scheme that was advertised, because one thing I knew was the selection itself was free, as long as I could pay for travelling and hotel costs. This was worth the experience, because the competition to pass such schemes was immense – after thousands of applications, the airline would only take a handful of cadets.

My university degree was a threeyear commitment, and I attended several schemes during that period.

I learned and developed so much after each one – towards the end, I was almost always reaching the final few candidates. Three months before my university graduation, I finally got accepted by two different airlines. Despite not having the funds to train, I was in celebration because it was never about the money, it was more about achieving something and being able to prove to oneself, we, as humans, are capable of doing great things if we maintain the right focus, work on improving our weaknesses and continue adding to our knowledge in life.

Believe it or not, during my first-ever attempt, a company representative called me and said I should reconsider a new career (outside the cockpit), as

ABOVE • More than 200 people were killed in simultaneous truck bomb explosions at US embassies in Tanzania and Kenya in 1998.

Faraz's father was among the victims in Nairobi IDF SPOKESPERSONS UNIT CC BY-SA 3.0 BELOW • The enthusiastic aviator was accepted by bmi, formerly known as British Midland Airways, to fly the Airbus A320 AIRTEAMIMAGES.COM/ DEREK PEDLEY

Captain Eye tracking Faraz Qantas Sheikh “the aptitude results never lie”. Now, if you believed what she said and took it to heart, you would have failed there, because you’ve convinced yourself you are incapable. I was never willing to believe that. I knew I was meant to fly and that six-year-old boy meant what he said on board the jumbo jet night flight. Don't let anyone ever discourage you in life – negative energy spreads quickly and can shatter your dreams. If you believe in yourself and are willing to work hard, you can achieve anything.

Although I had passed two different airline selection schemes, my next headache was having to email them and reject the offer, as I didn't have the money. It was just over a month before the deadline for accepting the offer and, for some reason, I was not willing to throw it all away after all that hard work.

I spoke with many friends and industry people and after hours of head-scratching, I realised I could potentially get the money. I made a business proposal where I (my career) was the product people were going to invest in.

I realised it is much easier to ask 100 people for $1,000 each then to try huge lump sum amounts at a few sources. This strategy worked for me and I flew to Spain to start my flight training course as a pilot cadet with Thomsonfly airlines. After 18 months of hard work, I graduated with my ATPL flying licence. It was the best day of my life but a new problem was on the horizon.

Faraz has been passionate about flying since he was a child and has overcome significant hurdles to pursue his dream VIA AUTHOR

Another crisis It was 2008 and the world was spiralling into a deep economic recession. The airline had limited job prospects and everyone knew it was going to be a long difficult journey ahead with nothing but financial debts. Yet another downward blow had knocked on my ambitions and career plans, but I had seen enough in life to realise never let anything put you down. I knew my focus had to be maintained at all costs, so I returned to London and initially applied for simple everyday jobs. Having some money coming in was the most important thing, as you can then spend your remaining time off

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Airliner World Flight Training Guide rebuilding the necessary blocks.

Some months down the line, I received an offer to train on the Airbus A320 with bmi airlines at London/Heathrow. Unfortunately, the contract was such that pilots were to pay for 150 hours line training and I was against this scheme. I rejected the offer initially but then a week or so later (with a tiny miracle) came a phone call from the same programme. One of the pilots who was meant to start the course had dropped out and they were willing to offer me the line flying for free, provided I paid for just the type rating. This would mean they could still run the course and simulator slots as planned. It was in fact saving them a huge loss. I knew paying for a type rating was becoming the new normal within the industry, even if I waited for potentially more prosperous times in the future. I accepted this offer and started getting ready to fly the A320 out of the UK’s busiest airport.

Trying to ignore the circumstances and fly without a salary was a tough decision, but the moment I arrived on that westerly runway ready for my first take-off, I knew my father would – without a doubt – shake my hand at the end of that flight.

As you line up and see those runway lights blurring out at a distance, you set some thrust to stabilise

ABOVE • Faraz created a dedicated website to share his experiences and training materials VIA AUTHOR

LEFT • The cockpit of the Airbus A320 AIRBUS

both engines, you look outside and confirm with your captain if we're good to go and they confirm this.

You set take-off thrust and you know your neck and hands are sweating because you have only done this in a simulator before today.

The aircraft accelerates so quickly that the lights become blurrier, you look ahead at the end of the runway and then the captain calls "rotate". You slowly pitch the nose of the aircraft up and magically you start defying gravity and the aircraft lifts off into the skies. You will remember that feeling forever in your career. Never ever give up on those dreams, as I can tell you, with my hand on my heart, you will not regret anything.

All the obstacles and challenges you had during your journey there will suddenly disappear.

Another twist

BELOW • Bmi was once a major player at London/ Heathrow, with an extensive route network spanning Europe, the Middle East, Africa and North America AIRTEAMIMAGES.COM/ DEREK PEDLEY

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If you thought my obstacles were over, then prepare for even more drama... I was only at bmi for a short time. Some months later, the airline encountered problems and we discovered we had no chance whatsoever of gaining a contract with them. Before I knew it, I was jobless again and felt I was back to the bottom. However, in reality, I was a fully qualified Airbus pilot with some flying experience.

I knew I had placed myself in

a strong position for when the wider recruitment situation improved.

I was soon back in my home town, holding down two different jobs during the day and spending my evenings and nights practising on Flight Simulator and sending out my pilot CVs to as many people and organisations as I could find on websites and blogs.

I never gave up for even a second.

I knew it would take time but, by this point, I knew the secret. It took almost a year, but I had three airline invitations for a job. This was my moment and I knew I had to do well, as you only get one shot to impress the trainer in that simulator.

It is very stressful. After completing selection, candidates return home without knowing for several weeks what the outcome will be. At least, that's normally the case but when I landed that Airbus, the instructor told me to stop the aircraft on the runway and set the parking brake on. We completed a very quick debrief in the simulator and then he said: “That was one of the best simulator selections I have seen over the last few weeks.

Go home and have a big beer because you got the job. I’m the boss and I decide who to hire. Well done, young man, and welcome to easyJet!” The best part – I was going to get paid to fly people as a first officer for the first time in my life. I have now been with the company for more than 11 years and a captain for the last three. I am truly grateful to all the aviators and pilots who encouraged me in my journey. They pushed me to my limits, gave me the motivation and inspiration that gave me the drive to keep pursuing my career. I intend to do the same for people like you who are the future of our industry in aviation. If you have that goal and dream, don't think about the issues that stop you today and tomorrow, think far ahead in life because eventually the obstacles will get out of your way or simply disappear. It is the decisions you make at each step that will either become your regret or, even better, your success story. I wish you the very best at every stage in your life and career.

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Australia’s ice queen Owen Zupp, a former Qantas Boeing 747 pilot, explains how the Aussie flag carrier brought the Flying Kangaroo to the frozen continent

Fast facts: the Antarctic aircraft Airline Manufacturer Model Registration C/N Delivery date Aircraft name Powerplants Final revenue service Current status

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Qantas Airways Ltd Boeing 747-438ER VH-OEG 32911 December 2002 Parkes 4x General Electric CF6-80C2B5 March 2020 Pending scrappage at Mojave

AIRLINER WORLD OCTOBER 2021

ore than a year has passed since the engines of the final Qantas Boeing 747 fell silent in the boneyard of the Mojave Air and Space Port in California. After nearly half a century of service with the airline, the ‘Flying Kangaroo’ upon the fin has been blotted out and the once-mighty engines salvaged for parts.

In 49 years of commercial operations, Qantas deployed the 747 in a range of interesting roles, from evacuating citizens in the face of natural disasters to returning triumphant Olympians to Australian shores. They conducted everything from pleasure flights for children and charities to record-breaking long-haul sectors. While every jumbo journey was notable, there’s an extra special series of flights over Antarctica that exemplify the pioneering spirit of Qantas and the 747.

As the Californian tumbleweed rolls past the dormant airframes in the desert, it seems apt to reflect upon a journey to the planet’s southernmost continent when the ‘Queen’ still graced the skies.

M

ABOVE • The distinctive wing of the jumbo soars over the frozen continent ALL IMAGES VIA AUTHOR UNLESS STATED BELOW • VH-OEG (c/n 32911) at its Sydney/Kingsford Smith base V1IMAGES/TRANQUILAVIPHOTOS

A frozen fascination While sea vessels have to cross vast distances through frigid waters and pack ice, air travel offers a speedy and

comfortable means of transport to view Antarctica. This was recognised more than 60 years ago, when, in 1957, the first commercial Antarctic charter flight took place with a PanAmerican Boeing 377 Stratocruiser landing at McMurdo Sound.

In 1977, the first Qantas aircraft, a Boeing 747-238B, was chartered by Australian businessman Dick Smith, and departed Sydney under the command of Captain Ken Nicholson.

The Qantas Antarctic charters continued until early 1980 when they ceased in the aftermath of the Air New Zealand disaster at Mount Erebus, which claimed the lives of all 257 souls on board.

The sightseeing sorties resumed on New Year’s Eve in 1994, when Antarctic Charters Pty Ltd (then known as Croydon Travel) began its association with Qantas, flying six flights in the maiden season. Decades later, the two companies are still working together to fly passengers over the frozen continent.

Owing to its remote location and inhospitable environment, the region continues to provide a wealth of scientific data to researchers on the ground and a sense of wonder to airborne tourists. On closer examination of the numbers

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involved, the data is impressive.

Covering almost 5.5 million square miles, Antarctica is nearly twice the size of Australia and accounts for 90% of the world’s surface fresh water, in the form of ice. This frozen mass covers more than 99% of the continent, with an average thickness of more than 7,000ft. Only the coastal rocky outcrops and rising mountain peaks escape the ice sheet.

Antarctica's average elevation is 8,200ft – by comparison, Australia comes in at just 1,083ft – making the former the highest continent on Earth. Be sure to bring your thermals, as it is also the coldest – the region’s lowest recorded temperature is -89.6°c. Hold onto your hat, too, as gravity-assisted katabatic winds hurtle down the slopes at up to 200mph. One thing you can leave at home is your umbrella – the minimal amount of moisture received by the polar plateau compares to the driest hot deserts on Earth.

All in all, Antarctica is a unique

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ABOVE • The Aussie flag carrier used Boeing 747-200 examples for its first Antarctic charters in the late 1970s AIRTEAMIMAGES.COM/ THE SAMBA COLLECTION

place and while its mystery and majesty draws scientists and tourists, it also calls for a range of additional considerations for aircraft venturing into the region.

Turning back the clock

BELOW • Allwyn Fuller and his wife Pearl were among more than 300 people who joined the first Qantas tourist flight to Antarctica on February 13, 1977 FREDERICK THOMAS MURRAY/FAIRFAX MEDIA VIA GETTY IMAGES BELOW RIGHT • Hanelore Huss from Germany is pictured onboard the 11.5hr maiden sortie in 1977 FREDERICK THOMAS MURRAY/FAIRFAX MEDIA VIA GETTY IMAGES

The jumbo Antarctic charters departed from Sydney, Melbourne, Perth, and Hobart, with the 2018 opening of an extended runway in the Tasmanian capital enabling 747-400 operations. The largest cities in South Australia and Queensland, Adelaide and Brisbane respectively, also operated these special flights, typically every second year. The schedule was usually planned 12 months in advance, and the crews rostered to operate the services attended specialised briefings.

In his capacity as Antarctic charter co-ordinator, Captain Greg Fitzgerald oversaw the trips in a role that covered every imaginable aspect of

flight operations. From navigation and airspace requirements to crew briefings, onboard camera equipment and the all-important meteorological updates – these were countless strands that needed to be drawn together before the 747-400 even left the ground.

Now, in a fascinating retrospective, it is time to join the crew ahead of the Flying Kangaroo’s icy adventure,

as they prepare to take the ‘Queen of the Skies’ to one of the most remote places on the planet…

Masters of planning Seated in a meeting room in Qantas’ main Sydney office building, Captain Fitzgerald reviewed the main elements of the operation with each crew member, assisted by representatives of the Qantas meteorological team (QMet) and flight dispatch. Each pilot had already studied the dedicated Antarctic manual, but the discussion offered the opportunity to ensure the most salient points were reinforced.

The Antarctic environment is unlike any other for the airline.

There are peaks reaching 16,000ft, although the highest mountain in the potential area of operations is Mount Minto, which towers at 13,600ft.

Consequently, the lowest safe altitude (LSALT) becomes a significant consideration. Additionally, altitude in the region is based on the United States transition level of flight level 180 and, given the extremes of temperature, cold temperature corrections must be applied to the QNH (the barometric setting that causes an altimeter to read airfield

elevation above average sea level).

Furthermore, just as altimetry requires special attention, so does navigation, which normally uses magnetic north as its reference.

During the 747’s Antarctic flights, GPS enabled a precise track to be flown, however, the heading reference of the aircraft would be switched from magnetic to ‘true north’ as the 747 passed 60° south. Less technical, but

ABOVE • The Antarctic flights typically served Sydney, Melbourne, Perth and Hobart

BELOW • The frozen landscape was in stark contrast to the deep-red earth of Australia

equally vital, a series of topographical ‘strip maps’ added to the crew’s overall situational awareness.

Communications were primarily through controller–pilot data link communications (CPDLC) and Australian, New Zealand and United States airspace all came into play.

Additionally, contact would be made with McMurdo Station when approaching the scenic

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viewing area, and traffic information broadcasts by aircraft (TIBA) were made on schedule over Antarctica.

As safety is the prime consideration in flight operations, the importance of a positive handover and takeover procedure between pilots was reinforced, to ensure that one member of the flight crew always maintained a positive watch over the aircraft. While this may seem self-evident, such amazing scenery requires cockpit discipline to avoid any lapse in monitoring the flightpath with reference to the instruments.

Even after the briefing, a constant flow of communication circulated between the Antarctic pilots in the weeks leading up to their trip. The

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ABOVE • Qantas's iconic 747 fleet carried more than 250 million people during almost half a century of service V1IMAGES/TRANQUILAVIPHOTOS

meteorological data and preflight information for each charter was shared, as was a debrief for each journey south.

Through this dissemination of information, each pilot’s insight into the charter grew, as did the airline’s depth of knowledge and experience.

Final preparations

BELOW • 'Parkes' on the stand ahead of the jumbo's Antarctic adventure

Well in advance of the big day, the aircraft for the flight was identified and specifically tracked through the maintenance system, to reduce the likelihood of any technical issues.

Additionally, the jet was fitted with a specially approved camera and in-flight audio equipment, which permitted specialist commentary to

the cabin on the day and footage to be recorded as a souvenir.

Just 24 hours before the Antarctic charter was to fly from Melbourne/ Tullamarine, the crew gathered in the Sydney meeting room again.

Captain Martin Buddery, who was commanding the flight, First Officer Andrew Packwood and Second Officer Mitch Clarke were joined by QMet and flight-planning briefing officers. Like the Boeing 747, Captain Fitzgerald was already in Melbourne and participated in the briefing via a conference call.

The sorties from Melbourne had three predetermined routes, all passing over Tasmania but each making landfall over Antarctica at

a different location. From that point, the aircraft would leave the route and operate in a broader area over the frozen continent. The meteorological forecast was particularly important, as it aimed to identify the most suitable region for viewing, based upon the predicted cloud cover and other weather conditions.

Compiled in a ‘T-36 hours’ printed package, a wealth of information was made available to the crew, supported by face-to-face briefings by QMet’s Pete Dawson and Michael West of flight dispatch. Opening with a plain English appreciation of the synoptic situation and a recommended

route based upon those conditions, the package included terminal area forecasts (TAF) and pictorial presentations outlining various analyses and forecasts, such as cloud cover, winds and significant weather.

The European Centre for Medium Range Weather Forecasts (ECMWF), or ‘EC model’, and the Antarctic Mesoscale Prediction System (AMPS) were central to the planning and meteorological briefing.

The EC model is used extensively in Australia, and across the world, as one of the major sources of numerical guidance in support of forecasts for aviation and the provision of meteorological

BELOW • Four General Electric CF6-80 engines powered the trip V1IMAGES/TRANQUILAVIPHOTOS

services in general. Based in Reading (about 40 miles west of London) the ECMWF produces operational ensemble-based analyses and predictions that describe the range of possible scenarios and their likelihood of occurrence. The forecasts cover timeframes spanning from medium-range, monthly and seasonal to a year ahead. As used by QMet, it is produced four-times daily and is of great value in providing guidance for flights. The EC model presents a pictorial cross-section along the route, with data such as air pressure, temperature and relative humidity from sea level to the upper atmosphere. Consequently, it is a useful tool in verifying cloud cover.

Elsewhere, the Antarctic Mesoscale Prediction System is an experimental, real-time numerical weather prediction capability that provides support for the United States Antarctic Program, Antarctic science, and international Antarctic efforts.

AMPS produces numerical guidance from the Weather Research and Forecasting (WRF) model with twice-daily forecasts, specifically covering the frozen continent.

It is a detailed, high-resolution, four-dimensional structure of the Antarctic atmosphere, where the fourth dimension is time. For Qantas flight operations, it proved particularly helpful in calculating the lowest cloud base.

Bound for Antarctica Once all the necessary information had been presented, a tentative plan could be agreed upon – to track to Cape Adare to start operations in the surrounding area. Overcast cloud above the Ross Ice Shelf suggested the area would not be suitable on that occasion.

With the aircraft at the ready, the meteorological situation reviewed, and a provisional flight plan

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The ‘dip’ circle resembles a large, see-through compass and is designed to measure the vertical component of a magnetic field

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agreed, the crew made their way to Melbourne for the adventure ahead.

The following day, it hadn't yet reached 0500hrs but the crew were already raring to go. In Sydney, flight dispatch and Pete Dawson at QMet had been busily gathering the latest data to relay to the wider team, as evidenced by the prompt that appeared on their iPad when it was brought to life. The flight plan and latest weather forecasts were available, and everything seemed in line with the detailed briefing of the day before.

As the bus they were travelling on moved through the dark and silent Sunday morning streets of Victoria's capital, Captain Fitzgerald discussed the weather once again with Dawson, as the rest of the crew listened in. The plan remained and the route towards Cape Adare was confirmed as having the best viewing potential (in contrast to the land to the south towards McMurdo, which appeared to have substantial cloud cover).

The glow of the tablet computers was the only illumination in sight as the bus made its way to the airport.

The latest briefing material had been uploaded, as well as the flight plan, which included an additional detail in its air traffic control flight strip – the maximum viewing time over Antarctica. By the time the crew was seated in the domestic terminal’s

BELOW • Enormous efforts were made by the teams on the ground and in the air to ensure the best possible visibility en route

As the sun edged above the horizon in the east, the last door of the 747 was closed and all was ready for an epic journey southward.

Adventure of a lifetime

briefing room – yes, it was officially a domestic service – all of the latest information had been reviewed and the discussion reinforced the agreed plan and considered the critical differences of the Antarctic operation one more time.

The airline’s engineers called to advise that the 747-400 for the mission, VH-OEG (c/n 32911), had been fuelled to its maximum capacity of just over 178 tonnes, given the specific gravity (SG) or relative density of the fuel. They also confirmed that the aircraft had been fitted with the additional audio-visual equipment and the paperwork was complete.

Aside from the digital flight plan, extra documentation had to be completed for the Australian Antarctic Division (AAD) in Hobart.

AAD is the government department that approves such flights over Antarctica, based on environmental impact studies supplied by Qantas and logs kept during actual flights.

The Antarctic flight summary and environment logs would be filled out in real time, beyond 60° south latitude, and submitted to the AAD after the trip.

The pilots then made their way down the hallway, where Captain Buddery addressed the cabin crew for the flight. There was a tangible level of excitement among the team – a mix of senior flight attendants and relative newcomers who all shared a common fascination with the mission ahead.

With well over an hour until departure, the gate lounge was full

of excited passengers, ranging from school students to a pair who were celebrating their 90th birthdays.

Each had a name tag on their chest and was vying for a photograph with a penguin mascot – there was no mistaking that this was not your everyday service.

Even with a comfortable margin of time before the Boeing pushed back, the crew was busy readying the aircraft inside and out. This included confirming the operation of the specially fitted entertainment system and that it was in working order throughout the cabin.

ABOVE • A packed cabin of adventurers take in the captivating sights

BELOW • An overview of Qantas’s Boeing 747-438ER, as used on the author's trip QANTAS

At 895,000lbs, the aircraft was still more than 13,000lb under its maximum take-off weight. Under Captain Buddery’s hand, it lined up on Tullamarine’s Runway 34 and was given clearance to depart. With this final approval confirmed by the entire crew, the thrust levers were advanced and the four-engine giant began to accelerate. At 173 knots, the Boeing was rotated, lifted its nose from the runway and began its climb into the morning sky.

The air was smooth as the four-hour sector to the ice sheet began. Extensive overcast conditions lay below and Tasmania only peeked through a break as the 747 passed overhead. There was a rare opportunity for the crew to mingle with the passengers and answer a constant stream of questions about the aircraft and various flight details. Interestingly, the pilots had questions of their own for the young PhD students from the University of Melbourne who formed some of the lucky passengers on board this special flight.

Stationed by one of the doors, the scientists had set up a range of equipment to conduct experiments relating to cosmic radiation and Earth’s magnetic field. While they were impressed by the GPS read-out of more than 180mph during the take-off roll, it is one of their instruments itself that was of particular interest – the ‘dip circle’.

The instrument was about six inches in diameter and consisted of a brass ring with a dual-face of glass and a needle inside. It’s designed to measure the vertical component of

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a magnetic field, or ‘dip’. Made in the 19th century, this piece of scientific craftsmanship had journeyed to Antarctica before, by boat in 1910.

It is appropriate that science should take its place on board the Qantas jet, as Australia’s association with the frozen continent dates back to 1886, when the Australian Antarctic Exploration Committee was established by the Royal Society of Victoria. Today, the country has three permanent scientific research stations located in Australian Antarctic Territory – Mawson, Davis and Casey. In total, there are 40 permanent research stations in Antarctica conducting valuable research under the international banner of the Scientific Committee on Antarctic Research (SCAR).

Among the highlights en route during the flight, a phone patch was organised for Captain Fitzgerald to interview the Casey Station leader, Christine (Chris) MacMillan, which was broadcast through the cabin. In a fascinating exchange, MacMillan informed the passengers about various aspects of life at an Antarctic

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ABOVE • Despite the stunning vistas, flight deck discipline was paramount throughout the charter

research station. This included insights such as how the 120-person crew is scaled back to just 30 in the winter months; the importance of working as a team, and recreational activities, which even included a dip into the icy waters on Australia Day. As two hours remained until the 747 reached the Antarctic continent, the crew were busy with a range of duties. Critical fuel calculations and maximum viewing times were confirmed, contact was made with McMurdo Station, an updated briefing was obtained from QMet and the latest QNHs were gathered from various bases in Antarctica – the most conservative was chosen for altimetry purposes when the aircraft started to descend.

Land ho!

BELOW • The ‘Queen of the Skies’ back on terra firma after a truly incredible journey

As they passed 60° south, the crew began their additional logs, ensured that the topographical strip maps were at hand, and switched the 747’s heading reference from ‘magnetic’ to ‘true’, as the deviation between the two became too great as the jumbo approached the South Pole.

As forecast, the cloud cover slowly started to break up below, as the first glimpse of Antarctica came into view. In the distance, jutting up in dramatic fashion, were the distinctive jagged peaks.

With the QNH, viewing time and critical scenarios double-checked, the aircraft began its descent to a minimum safe altitude of 18,000ft.

McMurdo advised that a Lockheed LC-130 that was also inbound had returned to Christchurch in New Zealand, having cited a technical issue, which made the 747 the only aircraft in the area. Even so, reports were routinely made by CPDLC and broadcast on VHF radio.

Before long, the towering Mount Minto came into view and the sheer enormity of the frozen landmass became clear for all to see. Landfall was made at Cape Adare, as planned, before a short westbound leg was flown. It soon became apparent that the meteorological team was correct, as a cloud bank lay along that route.

Having turned back towards the Transantarctic Mountains, the view was spectacular and was made even more so by the pristine polar air.

There were mountain peaks and razor-edged ranges, glaciers at every turn – some filled with reef-like lines of blue ice, which form when snow falls on a glacier and becomes compressed, squeezing out air bubbles and enabling the ice crystals to enlarge. Beyond the coast, the water was partially covered by pack ice with mammoth mesa-like icebergs rising from the sea while their greater mass lurked below.

Elsewhere, an ‘ice tongue’ extended out onto the water’s surface where the glacier’s momentum had carried it beyond the land mass. Nearby, a patch

of brown clearing marked the site where the first documented explorers – pioneers from Norway – spent a night in 1899. Their hut can be seen to this day – a silent witness to an even bolder age of exploration. With every turn there was something new for the passengers to see – either just off the wing or extending far past the focus of the human eye.

To accompany the captivating scenery, expert commentary was provided through the cabin by Mike Craven – a scientist who spent a significant period in the region.

In the cabin, the excitement and chatter didn't cease. Fingers pointed and smiles beamed as one bucket list after another was ticked off. To ensure everyone had a good chance to savour the landscape, seating arrangements were reorganised half-way through the total ‘viewing time’ of 3hrs and 40 minutes.

Meanwhile, back on the flight deck, the views were also appreciated, but still the crew attended to their duties with discipline, and discussed where should be the next area to investigate.

Logs were completed, broadcasts

were made, and calculations were confirmed. The cycle of activity continued even when some of the most spectacular corners of the planet were being showcased just outside the window.

The passage of time sped over this timeless continent and soon it was time for crew and passengers to depart. The intentions of the Qantas 747 were transmitted, and an airways clearance was sought. There was one final wave farewell to Cape Adare before the climb back into the flight levels began. Qantas Flight 2907 set a northerly course and started to make its way back home.

The sun was setting as Bass Strait slid beneath the jet. Many of the passengers were asleep, with the return flight far less dramatic than the scenery they had recently witnessed.

However, by the time the aircraft parked at the gate, the passengers’ enthusiasm returned and, one after another, they filed onto the flight deck. Smiling from ear-to-ear, some appeared to be as enchanted by the 747 cockpit as they were Antarctica itself. Without exception, the

ABOVE • VH-OEG has been a pioneer in more ways than one. Here, she is pictured operating the first scheduled service from Sydney to Santiago in Chile in 2012 AIRTEAMIMAGES.COM/ ANDRES CONTADOR

BELOW • Since the retirement of the 747s, the charters now operate using Qantas's fleet of 787 Dreamliners DAVID GRAY JM/GETTY IMAGES

passengers were abuzz and, although it had been a long day, the crew attended to them one by one and mirrored the excitement that their guests expressed.

On reflection Today, Qantas’ Boeing 787 Dreamliner is still able to fly over the frozen continent. Departing and returning to an Australian port without landing, it is effectively a domestic flight, free of customs requirements and many of the restrictions imposed by the COVID-19 pandemic. In a challenging time for our planet’s population, the opportunity to gaze down upon the majestic landscape of Antarctica offers a welcome moment to pause and reflect.

Astronaut Buzz Aldrin had a turn of phrase to describe the moon when he set foot on the surface in 1969. It captured the amazement of an expanse, untouched by man and almost overpowering in its enormity.

It is a phrase that may well suit Antarctica and be uttered by those that have witnessed it from the skies – “magnificent desolation”.

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As Lufthansa Cargo says goodbye to its last MD-11F, Andreas Spaeth travels to the German hub to hear from those who flew the venerable trijet

t’s a gusty, cold and rather wet early summer day at Frankfurt Airport, but that doesn’t faze Captain Jonas Merkler. While the unseasonable weather is enough to lower anyone’s mood, the Lufthansa Cargo pilot is feeling down for an entirely unrelated reason. Today he is bidding farewell to a beloved aircraft that he has been flying for 15 years.

McDonnell Douglas MD-11 freighters have been a cornerstone of the world’s seventh biggest air cargo hauler for more than two decades. As Merkler touches down in Frankfurt operating D-ALCC (c/n 48783) from Chicago/

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O'Hare on a scheduled freighter service, it represents the last time he is in command of an MD-11F on which he has accumulated almost 6,000 flight hours and has been captain since 2012. Such was the occasion, the airline even hired a photographer to document the event – not something that many companies would do, particularly these days.

The MD-11F era at Lufthansa Cargo started in 1998 and, over the years, the firm has operated 19 examples. To put their importance in context, between 2005 and 2013, the Lufthansa Group’s cargo carrier relied on a pure MD-11F

ABOVE • The MD-11F has played a critical role at Lufthansa Cargo for more than two decades AIRTEAMIMAGES.COM/ TIMO BREIDENSTEIN

RIGHT • Captain Jonas Merkler on his final MD-11F sortie for Lufthansa Cargo ANDREAS SPAETH

fleet. Not long after, the first Boeing 777F arrived, which the firm now has 14, with one additional airframe on order. All but two older MD aircraft left the fleet by summer 2021, which was actually an extension of the planned lifecycle of the type – the reprieve was due to higher than expected demand during the pandemic.

D-ALCC is due to be the last active MD-11F to leave its inventory in September 2021. It is this very aircraft which Merkler flew into Frankfurt as commander for the very last time.

With the 1998-vintage airframe now safely at its apron position in the

farewell Frankfurt’s freighter

cargo area at Frankfurt, Merkler smiles brightly while waving cheerily from the huge cockpit side-window. Only when he comes down the rickety stairs does he reveal his real state of mind to Airliner World: “I am sad. I was very enthusiastic to join Lufthansa Cargo, with one main reasons being the chance to fly the MD-11. I liked her a lot over the years, now it’s difficult for me to stop flying [the type].”

A final onboard tour With the captain’s immediate reflections documented, it is now time to join him for a special tour of

the widebody freighter. While the windowless ‘passenger compartment’ – comprising pairs of dated business class seats for couriers or horse keepers – is far from posh, the flight deck never fails to impress. In line with the equally roomy workspace of its predecessor model, the DC-10, the MD-11’s cockpit is cavernous by today’s standards as it still offers the space needed for a three-crew operation that was once the norm.

Today a typically two-person operation, it seems only fitting to hear from first officer Simon Holderried, who spoke highly of the flight deck: www.key.aero

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RIGHT • Lufthansa Cargo's home and hub is at Frankfurt Airport ANDREAS SPAETH

LEFT • First officer Simon Holderried has more than 1,000 flying hours on the MD-11F ANDREAS SPAETH

“The view is great and the spacious feeling in here is fantastic. The instrument philosophy of the MD-11 is not outdated – technologically, the cockpits of the MD-11 and its successor in our fleet, the Boeing 777F, are about the same level.”

Holderried shows us the pilot’s overhead panel, which features several ‘auto controllers’, just one of the clues that the MD-11 has a relatively high level of automation for hydraulics, bleed air, electric and fuel systems.

“They do the same tasks that used to be performed by the flight engineer on the DC-10. One could almost get the impression that there is a tiny flight engineer hidden in the computer who does all the work,” he joked.

Ahead of the type’s retirement, Holderried had accumulated approximately 1,000 flight hours on

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Holderried in the spacious flight deck, with the now redundant third position visible in the foreground ANDREAS SPAETH

the MD-11: “For me this aircraft was the dream of my youth as it held a huge fascination for me. Within Lufthansa there is no other aircraft that is perceived as emotionally by crews as this one, they have an affectionate – but also very respectful – relationship with it.”

Having completed his last landing on the MD-11, Jonas Merkler sums it up: “The MD-11 requires a lot of attention and very concentrated flying. Every flight is fun, but you have to get prepared mentally, as it is a demanding but very rewarding way of flying.”

Despite its advances compared with the DC-10, the MD-11 has never been considered an ‘easy’ airframe to fly. It has been dubbed ‘the diva’ by many admiring pilots, while other less admiring aviators have dubbed

it as ‘the misery dragon’ and ‘carrier pigeon’. From a piloting perspective, the outgoing trijet continues to divide opinion. “It is an aircraft with character, particularly with the positioning of the three engines,” said Merkler. “The MD-11 flies fast as it has small wings in comparison to its weight and size – it’s strong wing sweep makes it challenging to fly.”

While the DC-10 airframe was stretched by 18ft 7in to become the MD-11, the wing area remained largely as before, with its span extended only slightly from 165ft 4in to 170ft 6in, although the earlier example was smaller and lighter.

To improve aerodynamics, two winglets – each approximately six feet tall – were added, as well as a trim tank to the smaller horizontal stabiliser. Electronic aids such as

LSAS (longitudinal stabilisation augmentation system) were an attempt to improve its handling characteristics to almost replicate the feel of a DC-10.

“As the horizontal stabiliser was smaller, a pitch angle support was needed to help pilots to automatically adjust it within 5° and remove control pressure, but these electronic aids are also a potential cause for things going wrong,” explained Merkler.

(Most) missions possible For both regular passenger flight crews and those operating cargo services, the MD-11F is – or was – a blessing for several reasons: It is a very versatile aircraft, with a high cargo capacity both in volume and payload,

the latter topping out at 202,733lb.

Its main deck is approximately 144ft long, with 2,626sq ft of cabin floor space that can accommodate up to 26 standard cargo pallets through a main cargo door which swings upwards.

The MD-11F also boasts an impressive 3,590nm range and is the second-fastest freighter with a max speed of 0.83 mach, behind only the ‘pocket rocket’ Boeing 757-200F. For Holderried, the key to success with the MD-11F was knowing which missions were optimised for the trijet: “Our longest route was non-stop from Frankfurt to Seattle, but a payload weight penalty of 20 tons meant we could carry just 70 tons. Technically and operationally you could deploy

ABOVE • Replacing the MD-11F allows Lufthansa Cargo to meets the strict noise protection requirements of ICAO Annex 16 SEBASTIAN THOMA

LEFT • The roomy aircraft lends itself to a variety of different missions SEBASTIAN THOMA

In addition to the iconic third engine, the main cargo door makes the MD-11F stand out on even the busiest aprons AIRTEAMIMAGES.COM/ FELIX GOTTWALD

the MD-11F equally well on short- and medium-haul routes, the airframe doesn’t mind [multiple] cycles, and that’s how we deployed it at Lufthansa Cargo – from 30-minute hops within Brazil up to the long non-stop from Frankfurt to Chicago.”

Lufthansa Cargo had several regular MD-11F routes, some of which are due to end after the type’s exit. The reason for this is that the Boeing 777F has a longer range of almost 5,000nm, which doesn’t necessitate some of the more typical MD stopovers. As the enthusiastic first officer explained: “Our South American run was typical for the MD-11F – from Frankfurt to Dakar, then on to Viracopos near São Paulo, then a Brazilian day trip to Curitiba and back, before continuing via Montevideo to Buenos Aires. If it was cherry season, we would fly

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to Santiago in Chile, otherwise we would either go straight back or via Campinas or Recife again to Dakar and on to Frankfurt. This was the lure of the MD-11F for us pilots, to do this kind of route very much outside of big hubs. You get to see destinations off the beaten track that passengers normally will never go through.”

Captain Merkler considers himself to have been equally fortunate: “We had the good fortune at Lufthansa Cargo to be able to fly the MD-11 in a very wide spectrum, sometimes operating almost empty, at other times landing with maximum weight or at high altitude airports.

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Lufthansa Cargo McDonnell Douglas MD-11F Vital statistics Length Width Wing

GE's CF6-80C2 engine was selected by Lufthansa for its MD-11s LUFTHANSA CARGO

202ft 2in (61.6m) 19ft 9in (6.0m) fuselage 170ft 6in (51.97m) span 3,648 sq ft (338.9 m2) area Height 57ft 11in (17.65m) MTOW 602,500lb (273,294 kg) Maximum payload 202,733lb (91,962kg) Fuel capacity 38,615 US gal (146,173 litres) Engines 3x General Electric CF6-80C2D1F Speed Mach 0.83–Mach 0.88 Range 3,590nmi (6,648km) Service ceiling 43,000 ft (13,100m) Source: Boeing/McDonnell Douglas

That was a lot of fun, especially more recently as there has been a very close bunch of MD-11F colleagues remaining.”

This team spirit was always a hallmark of ‘cargonauts’, as they sometimes refer to themselves. Unlike passenger operations, the same crews spend a lot of time with each other alongside dedicated company technicians and ground personnel, often in exotic locations.

“There are surely many aircraft that are easier to handle and less complicated, but due its very demanding technicalities, the MD-11F created a special bonding among

everybody working in our around it.

We were often together for two-week shifts, so the pilots went to great lengths to get along well with each other because you have no choice, and there was a great spirit. You have an amazing number of discussions about the MD-11, something I have never seen in other fleets,” said the first officer.

Despite having plenty of good memories, inevitably there were times when things didn’t go to plan. It was in these situations that MD-11 pilots had to be particularly resourceful, as they often needed to solve issues without the benefit of full ground

support. “I once had to land in Maputo in Mozambique, as we couldn’t get to Johannesburg due to thunderstorms.

Nobody there had ever seen an MD-11 before, so we got to refuel our aircraft ourselves, connecting and disconnecting the fuel hoses on our own,” revealed Holderried.

ABOVE • D-ALCC (c/n 48783) pictured on approach to its Frankfurt base in 2019 AIRTEAMIMAGES.COM/ HAMFIVE

Jumbo comparisons Of the 14 MD-11Fs originally ordered, the first two arrived from the Long Beach manufacturer on June 25, 1998.

The remainder were handed over at regular intervals until February 25, 2001 at which time the Lufthansa Cargo fleet comprised

A cockpit perspective on board a Lufthansa Cargo MD-11F AIRTEAMIMAGES.COM/ FELIX GOTTWALD

MD-11s and 11 Boeing 747-200Fs, which were phased out by 2005. The trijet could fly ten hours non-stop instead of only eight-and-a-half for the cargo jumbo. It was also much quieter and burned around 20% less fuel, however it carried 23% less payload than the 747-200Fs. From 2004, Lufthansa Cargo seized the opportunity to bolster its portfolio by adding five more former passenger MD-11s, which were on offer at rock-bottom prices. Two had previously operated for Varig in Brazil and the another three for Alitalia, all of which were converted to freighters by plugging the windows, inserting a main deck cargo door and strengthening the cabin floor.

“We bought them for single-digit million-Euro prices a piece,” marvelled a former senior Lufthansa fleet procurement executive in a chat with Airliner World.

However, one former Alitalia example came to a premature ending: On July 27, 2010 the MD-11F, D-ALCQ (c/n 48431), crash-landed in Riyadh, Saudi Arabia. The post-accident report revealed that the aircraft had touched down with a sink rate of 800ft/min instead of the usual 120 ft/min. This led the trijet to bounce up in the air again, with the crew reacting wrongly, forcing their aircraft down instead of increasing thrust and maintaining the angle of attack. This resulted in the airframe returning to the ground with significant force once again, hitting the runway with a factor of up to 4.4g and causing the fuselage to break apart and catch fire. Thankfully, both of www.key.aero

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the pilots survived the accident, albeit with injuries.

“Reason for accidents such as in Riyadh is flaring out the aircraft too late and inefficiently. When it comes down too hard because it is so heavy, the landing gear is subjected to strong forces, resulting in a vertical bounce,” said Holderried. “The only thing you can do is a go-around, as it’s oscillating and the aircraft experiences a resonant build-up of vibrations.

There’s no other aircraft with a landing speed as high as an MD-11 – up to 30 knots more than usual.”

Lufthansa Cargo and its crews have learned from the accident, with the airline even implementing its own company policy on landing procedures since the events of July 2010. “The aircraft has to be completely stabilised at 1,000ft, and we make it mandatory that both pilots have to agree at 200ft that all parameters are as they should be. If not, this has to be corrected immediately or a go-around initiated. Going around is always a very realistic option for us.”

Some of Lufthansa Cargo's former MD-11Fs are destined for a further lease of life with US freight operators SEBASTIAN THOMA

Life after Lufthansa Now that Lufthansa Cargo is an all-777F airline, its MD-11Fs have found new homes with US companies. Five went to UPS and four each to FedEx and Western Global, though some are still stored in places such as Victorville in California at the time of writing.

“The new owners of our MD-11s have a much lower productivity with them, often flying them just eight hours a day, while we operated them up to 12 hours until only recently, with just three remaining aircraft that went down to eight hours,” said Dorothea von Boxberg, Lufthansa Cargo’s new CEO, in an exclusive chat with Airliner World. To put that into context,

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Lufthansa Cargo achieved the best commercial result in its 26-year history in the 2020 financial year, with revenue rising by 11% LUFTHANSA CARGO

the new 777Fs are more likely to be operated with 16 block hours per day.

“The MD-11Fs had become a bit aged and we had times when they had a lot of AOGs [aircraft on the ground] and we couldn’t be as reliable to our customers as we needed to be,” said the new chief executive. “On the cost side we will have a lot of improvement in flying a single fleet that is significantly more reliable, younger and up to market standards.”

In practice this has resulted in a number of changes across the airline’s network. Asked what these would look like in practice, von Boxberg said that the new aircraft will cut out unnecessary layovers: “We have eliminated intermediate stops on all routes to the Middle East and Asia, such as Ashgabat and Novosibirsk, which were served for technical rather than commercial cargo reasons.”

While the five-stop South America route described earlier will remain, the longstanding stop in Dakar has been axed, while the one and only African mission via Nairobi to Johannesburg

has been removed altogether, “as we now have fewer aircraft overall,” said von Boxberg.

Currently, the firm flies 14 freighters, with one more to follow. So how will this reduction impact the operational agility of the business? “After our fleet rollover we have about the same tonnage as before, however [it] means we can fly much fewer frequencies than before. Due [to] its higher capacity and range, one 777F replaces about 1.5 MD-11Fs,” noted the CEO. The question remains just how much of the unique trijet spirit at Lufthansa Cargo can be retained in the new era. However, one thing is for certain: whether you remember her as a diva, a dragon or just a damn interesting aircraft, the MD-11F leaves a legacy of special memories.

The author wishes to thank Lufthansa Cargo for invaluable help in preparing this article, specifically Jacqueline Casini and the press team, as well as Captain Jonas Merkler and First Officer Simon Holderried for their time and enthusiasm

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The latest commercial aircraft deliveries from manufacturers and lessors

Former Global Supertanker Boeing 747-400 (BCF), N744ST (c/n 25308), has returned to freight use with National Airlines AIRTEAMIMAGES.COM/YOCHAI SalamAir [OV/OMS ‘MAZOON’] A4O-OXA A321neo 10483 Emirates [EK/UAE ‘EMIRATES’] A6-EVO A380-800 268 Etihad Airways [EY/ETD ‘ETIHAD’] A6-XWA

A350-1000

315

A6-XWC

A350-1000

330

ex D-AVWV, dd 25.06.21, lsd fr GECAS; Masirah ex F-WWAV, dd 18.06.21 ex F-WXAB, ferried BOD-AUH 03.07.21, was dd 15.07.19 & std BOD ex F-WXAC, ferried BOD-AUH 23.07.21, was dd 29.07.19 & std BOD

flydubai [FZ/FDB ‘SKY DUBAI'] A6-FMK

737 MAX 8

60981

A6-FMM

737 MAX 8

60985

Qatar Airways [QR/QTR ‘QATARI’] A7-BFY 777F 68871 A7-BFZ 777F 66872 DHL Aviation [ES/DHX ‘DILMUN’] A9C-DHU 767-300(BCF) 33085 Gulf Air [GF/GFA ‘GULFAIR’] A9C-NC A321neo 10306 Air China [CA/CCA ‘AIR CHINA’] B-323Q A321neo 10347 B-324H A320neo 10362 B-324J A320neo 10554 Air Travel [A6/OTC ‘AIR TRAVEL']

a/c als awys bf b/u canx cls cn cnvrtd dbf dbr dd ex ff frtr lrf lsd fr lsd to msn ntu oo op pax pwfu reg’d reg’n ret fr ret to rr rts sb scr st std tba unk wfu w/o

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aircraft airlines airways bought from broken up/scrapped cancelled colours manufacturer’s construction/serial number converted destroyed by fire damaged beyond repair delivery date previous reg'n first flight freighter last revenue flight leased from leased to see cn not taken up on order operated passenger permanently withdrawn from use registered registration returned from returned to re-registered return to service sold by scrapped/broken up sold to stored to be advised unknown withdrawn from use written off/destroyed

ex N5022E, dd 18.06.21 dd 18.06.21 ex N346AN, rr 06.07.21 ex D-AVZN, dd 11.06.21 ex D-AZAA, dd 24.06.21 ex F-WWTQ, dd 24.06.21, lsd fr GECAS ex B-000U, dd 09.06.21, lsd fr BoComm Leasing

ex F-WWII, dd 30.06.21, lsd fr China Aircraft Leasing Group China Central Longhao Airlines [GI/LHA ‘AIR CANTON’] ex N357AE, dd 30.06.21, lsd fr GECAS, ferried B-221E 737-800 35755 MFM-CAN 19.07.21 for cargo conversion China Eastern Airlines [MU/CES ‘CHINA EASTERN’] B-323A A320neo 10040 ex B-000E, dd 24.06.21 B-324A A320neo 10178 ex B-007G, dd 01.06.21 China Southern Airlines [CZ/CSN ‘CHINA SOUTHERN’] B-320S A350-900 449 ex F-WZNQ, dd 11.06.21 B-323S A321neo 10358 ex D-AVZJ, dd 24.06.21 Juneyao Airlines [HO/DKH ‘AIR JUEYAO’] B-324C A321neo 10321 ex D-AVWT, dd 30.06.21 North-Western Cargo [-/CNW ‘TANG’] B-2866 757-200 34009 cnvrtd to 757-200(F) 07.21 at CTU Ruili Airlines [DR/RLH ‘SENDI’] B-221G 737-800 35764 ex N764AE, dd 28.07.21, lsd fr AerCap Shandong Airlines [SC/CDG ‘SHANDONG’] ex N285SL, dd 07.21, lsd fr ICBC Financial B-220V 737-800 42085 Leasing Sichuan Airlines [3U/CSC ‘SICHUAN’] B-320U A320neo 10286 ex B-005A, dd 07.06.21, lsd fr AerCap B-321D A320neo 10368 ex B-005C, dd 09.06.21, lsd fr AerCap B-322U A320neo 10127 ex D-AUBL, dd 30.06.21, lsd fr BoComm Leasing B-324M A320neo 10587 ex B-007F, dd 29.06.21, lsd fr BoComm Leasing Spring Airlines [9S/CQH ‘AIR SPRING’] B-323N A320neo 10211 ex D-AZAO, dd 24.06.21 B-324F A320neo 10250 ex F-WWTM, dd 04.06.21 B-324G A320neo 10419 ex F-WWTS, dd 15.06.21 B-324Y A321neo 10312 ex D-AVXG, dd 30.06.21 YTO Cargo Airlines [YG/HYT ‘QUICK AIR’] bf AerSale & reg’d to Bank of Utah Trustee, ferried N183AN 757-200 29593 Roswell – Xiamenprior to cargo conversion Cathay Pacific Airways [CX/CPA ‘CATHAY’] B-LXN A350-1000 424 ex F-WZNP, dd 25.06.21 Air Canada [AC/ACA ‘AIR CANADA’] C-GUAC A220-300 55119 dd 04.06.21, corrects dd C-GUPG A220-300 55122 dd 18.06.21, corrects dd C-GUPK A220-300 55123 dd 30.06.21, fleet #124 Air Transat [TS/TSC ‘TRANSAT’] ex D-AVYR, dd 01.06.21 & reg’d same day, lsd fr C-GOIS A321neo 10282 AerCap, fleet #709 ex D-AYAX, dd 09.06.21 & reg’d same day, lsd fr C-GOIW A321neo 10287 AerCap, fleet #708 ex D-AZAE, dd 28.06.21 & reg’d same day, lsd fr C-GOJC A321neo 10521 AerCap, fleet #710 B-322C

Key to Abbreviations

ex N1786B, dd 30.06.21, lsd fr Novus Aviation Capital ex N1795B, N1786B, dd 24.06.21, lsd fr Novus Aviation Capital

A320neo

AIRLINER WORLD OCTOBER 2021

10475

Calm Air [MO/CAV ‘Calm Air’] C-FJKQ ATR 72-500 888 Cargojet Airways [W8/CJT ‘Cargojet’]

ferried LFBF-YWGfor entry into service

C-GAZI

ex N521AZ, reg’d 13.07.21, lsd fr Amazon.com Services, op for Prime Air

767-300(F)

25576

Central Mountain Air [9M/GLR ‘Glacier’] C-GBCT DHC 8-300 438 ex N876CA, reg’d 06.07.21 Coldstream Helicopters [-/-] C-GRGQ H225 2684 ex XC-LKO, reg’d 02.07.21 Conair Aviation [-/FGD ‘FIREGUARD’] reg’d 13.07.21, for Sécurité Civile after tanker C-GUJK DHC 8-400 4631 conversion, tanker #79 G-ECOG DHC 8-400 4220 ferried MST-YXX 17.07.21 for tanker conversion G-ECOM DHC 8-400 4233 ferried MST-YXX 14.07.21 for tanker conversion C-FFAQ DHC 8-400 4251 ex G-ECOT, rr 13.07.21 C-FFQW DHC 8-400 4259 ex G-FLBD, rr 12.07.21 Exact Air [-/-] C-GSRW PA-31 31-262 ex N707ER, reg’d 19.07.21 Flair Airlines [F8/FLE ‘FLAIR’] ex N1779B, N1786B, dd 29.06.21, lsd fr 777 C-FFBC 737 MAX 8 61805 Partners, fleet #904 ex N56807, N1795B, N1786B, dd 07.06.21, lsd fr C-FFEL 737 MAX 8 64942 777 Partners, fleet #901 ex N1782B, N1799B, N1786B, dd 10.06.21, lsd fr C-FLHI 737 MAX 8 61804 777 Partners, fleet #903 ex N57001, N1782B, N1798B, N1786B, dd C-FLKC 737 MAX 8 61807 30.06.21, lsd fr 777 Partners Jazz Aviation (Air Canada Express) [QK/JZA ‘JAZZ'] C-FEJC E175 17000089 ex PT-SZP, reg’d 08.07.21 KalusAir Services [-/-] C-GKSP PA-31 ex N746RG, reg’d 15.07.21 Mustang Helicopters [-/-] C-FRCW B212 31267 ex N212PA, reg’d 23.07.21 Nolinor Aviation [N5/NRL ‘NOLINOR’] ex N631CL, reg’d 09.07.21, lsd fr Carlyle Aviation C-FMBO 737-800 30631 Partners VIH Aviation / VIH Cougar Helicopters [-/VHC ‘WILDCAT’] C-GVIY S-92A 920134 ex JA02MP, reg’d 20.07.21 LATAM Airlines [LA/LAN ‘LAN’] CC-BEE A321ceo 6698 ferried MEX-SCL 07.07.21 for entry into service CC-BGG 787-9 38461 ex N8903W, dd 02.07.21 CC-BGH 787-9 38459 ex N8904W, dd 16.07.21 Royal Air Maroc [AT/RAM ‘ROYALAIR MAROC’] ex F-WTDH, dd 01.07.21, lsd fr/op by SmartLynx YL-LCV A321ceo 2216 Airlines ex SP-HAZ, dd 04.07.21, lsd fr/op by SmartLynx YL-LCX A321ceo 3191 Airlines ex SP-HAX, dd 02.07.21, lsd fr/op by SmartLynx YL-LDA A321ceo 2903 Airlines ex YL-LCY, dd 01.07.21, lsd fr/op by SmartLynx 9H-SLC A321ceo 4461 Airlines Malta Nauru Airlines [ON/RON ‘AIR NAURU’] VH-INU 737-700 34538 ex N348NA, reg’d 16.07.21 Eurowings Discover [4Y/OCN ‘OCEAN’] D-AXGE A330-200 612 ex A7-AFL, dd 10.07.21, lsd fr GECAS D-AXGF A330-200 616 ex A7-AFM, dd 07.07.21, lsd fr GECAS Lufthansa [LH/DLH ‘LUFTHANSA’] D-AIEJ A321neo 10340 ex D-AVYU, dd 30.06.21; Füssen Sundair [SR/SDR ‘SUNDAIR’] ex 2-WTBB, dd 23.07.21, lsd fr/op by Croatia 9A-CTN A319ceo 5085 Airlines TUIfly.com [X3/TUI ‘TUIFLY’] D-AHLK 737-800 35143 ferried LTN-MUC 09.07.21 & ret to service D-AMAX 737 MAX 8 44601 ex N1786B, dd 22.06.21; Mallorca Swiftair [WT/SWT ‘SWIFT’] EC-NIV 757-200(F) 24614 reg’d 14.06.21 UEP! Fly [-/-] EC-KKQ ATR 72-500 763 ex F-WWEB, dd 11.05.21, operated by Swiftair Volotea [V7/VOE ‘VOLOTEA’] ex OE-IWZ, dd 01.07.21, lsd fr Air Lease Corp; EC-NON A320ceo 3576 Plus belle la vue

EC-NOQ

A320ceo

3765

EC-NQM

A320ceo

4589

EC-NQN

A320ceo

4675

9H-SLI

A320ceo

3866

9H-SLK

A320ceo

1725

world2fly [2W/WFL ‘BLUE WORLD’] EC-NOI A350-900 448 Aer Lingus [EI/EIN ‘SHAMROCK’]

ex PK-AWF, dd 20.07.21, lsd fr GOAL; Prince of Bel Airbus ex F-HBAO, dd 09.07.21, lsd fr GECAS ex F-HBAP, dd 01.07.21, lsd fr GECAS; Mon nom est bus, Airbus ex EI-GVX, dd 22.07.21, lsd fr/op by SmartLynx Airlines Malta ex ES-SAS, dd 02.07.21, lsd fr/op by SmartLynx Airlines Malta ex F-WZHI, dd 07.06.21, lsd fr Air Lease Corp

ex D-AVYL, dd 21.06.21, lsd fr Air Lease Corp; St Gelasius/Giolla Íosa ASL Airlines Ireland [AG/ABR ‘CONTRACT’] EI-JRD 737-400(F) 24917 ex HA-KAD, dd 07.21 EI-STI 737-400(F) 24435 ex HA-FAW, reg’d 01.07.21, lsd fr/op for DHL Norwegian Air International [D8/IBK ‘NORTRANS’] ferried BUD-OSL 14.07.21 prior to trf to EI-FHJ 737-800 42069 Norwegian Air Shuttle AOC Ryanair [FR/RYR ‘RYANAIR’] ex N3134C, N1786B, dd 15.06.21 & reg’d same EI-HEN 737 MAX 200 62301 day ex N1784B, N40273, dd 17.06.21 & reg’d same EI-HEZ 737 MAX 200 62312 day Sepehran Airlines [-/SHI ‘SHIRAZI’] EP-AOB 737-300 28669 ex 9H-LBI, dd 10.07.21 Air Moldova [9U/MLD ‘AIR MOLDOVA’] YR-ADI A321ceo 1366 ex 2-HYVE, dd 12.07.21, lsd fr/op by Aerro Direkt FlyOne [5F/FIA ‘FIA AIRLINES’] ER-00007 A320ceo 4757 ex OE-IEY, dd 14.07.21, lsd fr Avolon; Ungheni Terra Avia [T8/TVR TERRAAVIA’] ER-00021 A320ceo 1773 ex VP-CFR, corrects previous sections SmartLynx Airlines Estonia [-/MYX ‘TALLINN CAT’] ex 2-ACSD, dd 21.07.21, lsd fr Aero Capital ES-SAW A320ceo 1663 Solutions ES-SAZ A320ceo 3308 ferried MPL-BSL 05.07.21 for entry into service Xfly [EE/EST ‘REVEL’] ferried TLL-ARN 03.07.21, lsd to/op for SAS ES-ACJ CRJ900 15250 Scandinavian Airlines Turkmenistan Airlines [T5/TUA ‘TURKMENISTAN’] EZ-A780 777-200LR 66893 ex N55061, dd 11.06.21 Air France [AF/AFR ‘AIR FRANCE’] F-HTYK A350-900 502 ex F-WZFC, dd 14.06.21; Aubusson Amelia International [NL/AEH ‘VEGA’] 9H-XFW A319ceo 3689 ex D-ABGO, dd 22.07.21, lsd fr/op by Hi Fly Malta Corsair [SS/CRL ‘CORSAIR’] F-HHUG A330-900 1993 ex F-WWKD, dd 25.06.21 Air Austral [UU/REU ‘REUNION’] F-OLAV A220-300 55106 ex C-FOVH, dd 27.07.21 F-OMER A220-300 55116 ex C-FOVP, dd 28.07.21 F-OTER A220-300 55125 ex C-FOUY, dd 30.07.21 Air Caraïbes Atlantique [-/CAR ‘CAR LINE’] F-HTOO A350-1000 482 ex F-WZNI, dd 04.06.21 Aer Lingus UK [-/EG] G-EILA A330-300 1106 ex EI-ELA, reg’d 05.07.21 TUI Airways [BY/TOM ‘TOMJET’] ex SE-RFN, reg’d 15.07.21, lsd fr Aviation Capital G-TAWH 737-800 38107 Group ex N1786B, dd 07.06.21 lsd fr BOC Aviation; G-TUMR 737 MAX 8 44606 Paphos ferried BRU-MAN 30.07.21 prior to entry into G-TUMS 737 MAX 8 44589 service G-TUMT 737 MAX 8 44594 ferried BRU-BHX 23.07.21 for entry into service ex N1786B, dd 28.06.21 lsd fr BOC Aviation; G-TUMU 737 MAX 8 44651 Rovaniemi ex N1786B, dd 11.06.21, lsd fr BOC Aviation; G-TUMV 737 MAX 8 44650 Alicante ASL Airlines Hungary [-/FAH ‘BLUE STRIP’] ATR HA-KAU 198 ex EI-SLS, dd 07.21, seen Hof 03.07.21 72-200(F) Wizz Air [W6/WZZ ‘WIZZ AIR’] EI-LRF

A321neo

10264

EC-NOZ HA-LVL HA-LVR

A320neo A321neo A321neo

4113 10260 10336

LY-EMU

A320ceo

2118

LY-OWL A320ceo 2039 9H-LIS A321ceo 3274 chair [GM/GSW ‘EIGER’] SP-ESE 737-800 30688 Helvetic [2L/OAW ‘HELVETIC’] HB-AZK E195-E2 19020058 HB-JVP

E190

19000387

ex EI-GUJ, dd 31.07.21, lsd fr/op by Aura Airlines ex D-AVYJ, dd 10.06.21, lsd fr CDB Aviation ex D-AVWX, dd 29.06.21 ex SP-HAH, dd 17.07.21, lsd fr/op by GetJet Airlines ex OE-IHQ, dd 17.07.21, lsd fr/op by GetJet Airlines ex A7-ADV, dd 19.07.21, lsd fr/op by Hi Fly Malta ex OE-IBG, dd 08.07.21, lsd fr/op by Enter Air ex PR-EDE, dd 24.07.21 ferried ILD-ZRH 13.07.21 after storage for ret to service

Aeroregional [RER ‘REGAIR’] HC-CWG

737-400

28087

ex N7372C, dd 26.07.21, lsd fr CSDS Aircraft Sales & Leasing

Easyfly [VE/EFY] HK-5351 ATR 42-600 1419 ex F-WWLT, dd 30.07.21 Viva (Fast Colombia) [VH/VVC ‘VIVA COLOMBIA’] ex F-WWDE, dd 18.06.21, lsd fr Aviation Capital HK-5366 A320neo 10482 Group; El efecto Viva Air Seoul [RS/ASV ‘AIR SEOUL’] ex D-ANJA, dd 24.07.21, lsd fr Aviation Capital HL8073 A321ceo 2927 Group flynas [XY/KNE ‘NAS EXPRESS’] HZ-NS35 A320neo 10243 ex D-AVVY, dd 11.06.21 HZ-NS45 A320neo 10442 ex F-WWBP, dd 24.06.21 AlisCargo Airlines [-/-] EI-GWB 777-200ER 30872 ex N506BC, reg’d 21.07.21 & dd 24.07.21 Neos [NO/NOS ‘MOONFLOWER’] ex N1786B, dd 08.07.21, lsd fr ICBC Financial EI-RZC 737 MAX 8 62872 Leasing; Amerigo Vespucci ex N519CC, N1786B, dd 08.07.21, lsd fr ICBC EI-RZD 737 MAX 8 43582 Financial Leasing; Francesco Morosini ANA – All Nippon Airways [NH/ANA ‘ALL NIPPON’] ex N883BA, dd 11.05.21, lsd fr Atlantis Aviation JA937A 787-9 66524 Corp Japan Airlines [JL/JAL ‘JAPANAIR’] JA09XJ A350-900 497 ex F-WZNO, dd 14.06.21 & reg’d 15.06.21 Peach [MM/APJ ‘AIR PEACH’] JA901P A321neo 10458 ex D-AVVW, dd 18.06.21 Mongolian Airways [-/MGW ‘GREAT MONGOLIAN'] JU-1050 F50 20280 ex OB-1770-P, dd 28.07.21, lsd fr AeroCentury Norwegian Air Shuttle AOC [-/NOZ ‘NORSEMAN’] LN-DYJ 737-800 39045 ferried ARN-OSL 22.07.21 for entry into service LN-ENM 737-800 42071 ex EI-FJH, entered service 22.07.21 ferried BUD-OSL 02.07.21, entered service LN-ENT 737-800 42282 03.07.21 LN-ENV 737-800 41140 entered service 08.07.21 Flybondi [FO/FBZ ‘BONDI’] LV-KAH 737-800 30703 ex N703AE, dd 14.07.21, lsd fr AerCap Heston Airlines [HN/HST] ex LZ-GNG, dd 01.07.21, lsd fr Genesis Aircraft LY-VUT A320ceo 3275 Services Cargo Air [-/CGF ‘CLEVER’] ferried MIA-CGN 02.07.21 after work & ret to LZ-CGA 737-800(F) 30664 service 05.07.21 Air Transport International [8C/ATN ‘AIR TRANSPORT’] N390AA 767-300(F) 27450 rr N239AZ 28.07.21 Alaska Airlines [AS/ASA ‘ALASKA’] N291BT 737 MAX 9 44088 dd 28.06.21 & reg’d 30.07.21 American Airlines [AA/AAL ‘AMERICAN’] N433AN A321neo 10511 ex F-WZMM, dd 22.06.21, fleet #433 N434AN A321neo 10513 ex F-WZML, dd 16.06.21, fleet #434 Avelo Air [XP/VXP ‘AVELO’] N916WN 737-700 36623 dd 27.07.21, lsd fr Castlelake Breeze Airways [MX/MXY ‘MOXY’] N90NA E190 19000070 entered service 07.07.21 N101NA E190 19000101 rr N116BZ 26.07.21 Commutair (United Express) [C5/UCA ‘COMMUTAIR’] ferried MCN-ISO 24.07.21 after storage prior to N24103 ERJ145 145645 entry into service

We welcome any feedback on this listing.

(The listing is alphabetical with reference to the registration of the country of origin. Columns indicate the registration, type, construction number and notes.)

Canadian carrier Flair Airlines has received five Boeing 737 MAX 8s since June 7 AIRTEAMIMAGES.COM/ DEREK MACPHERSON

www.key.aero

93

The latest commercial aircraft deliveries from manufacturers and lessors

Icelandic start-up PLAY has tripled its fleet of former Interjet Airbus A321neos, inducting two additional jets on lease from AerCap AIRTEAMIMAGES.COM/ ESTEVEZ R Dash Air Shuttle [-/-] N660CA Ce402 402C0406 N818AN Ce402 402C0501 N5826C Ce402 402C0050 Delta Air Lines [DL/DAL ‘DELTA’] N109DN A321ceo 9588 N410DZ

A330-900

1990

N571DZ A350-900 64 N574DZ A350-900 265 N949DK 737-900ER 38736 N950DA 737-900ER 38737 Everts Air [5V/VTS ‘EVERTS’] N963CE

Key to Abbreviations a/c als awys bf b/u canx cls cn cnvrtd dbf dbr dd ex ff frtr lrf lsd fr lsd to msn ntu oo op pax pwfu reg’d reg’n ret fr ret to rr rts sb scr st std tba unk wfu w/o

94

aircraft airlines airways bought from broken up/scrapped cancelled colours manufacturer’s construction/serial number converted destroyed by fire damaged beyond repair delivery date previous reg'n first flight freighter last revenue flight leased from leased to see cn not taken up on order operated passenger permanently withdrawn from use registered registration returned from returned to re-registered return to service sold by scrapped/broken up sold to stored to be advised unknown withdrawn from use written off/destroyed

MD-83

53450

ex C-GHMI, ferried HYA-CLM ex N6842Q, ferried HYA-CLM ferried HYA-CLM ex D-AVZT, dd 07.06.21, fleet #1009 ex F-WWCR, dd 14.06.21, lsd fr Air Lease Corp, fleet #3410 ex PR-XTF, lsd fr AerCap ex PR-XTJ, lsd fr AerCap ex 9M-LNL ex 9M-LNK cnvrtd to MD-83(F) 07.21 at DHN & ferried DHNTUS 29.07.21

FedEx Express [FX/FDX ‘FEDEX’] N193FE 767-300F 63124 dd 11.06.21; Marie N195FE 767-300F 63125 dd 17.06.21; Adalyn N870FD 777F 40676 dd 29.06.21; Adrian Florida Air Cargo [FAS ‘FLORIDA CARGO’] N702SE Ce208B 208B0374 ex 5H-FLT, reg’d 15.07.21 Frontier Airlines [F9/FFT ‘FRONTIER FLIGHT’] ex F-WZMN, dd 17.06.21, lsd fr Aircastle; N383FR A320neo 10584 Manteo the Red Wolf GoJet Airlines [G7/GJS ‘LINDBERGH’] N501MJ CRJ700 10047 N562GJ reserved 30.06.21 N502MJ CRJ550 10050 N556GJ reserved 30.06.21 N503MJ CRJ700 10058 N563GJ reserved 07.07.21 N505MJ CRJ700 10070 N561GJ reserved 30.06.21 N506MJ CRJ700 10073 N559GJ reserved 30.06.21 N507MJ CRJ550 10077 N557GJ reserved 30.06.21 N510MJ CRJ700 10101 N558GJ reserved 30.06.21 N511MJ CRJ550 10104 N568GJ reserved 30.06.21 N514MJ CRJ700 10116 N571GJ reserved 13.07.21 N515MJ CRJ700 10117 N572GJ reserved 16.07.21 iAero Airways [WQ/SWQ ‘SWIFTFLIGHT’] N859AM 737-800(F) 32796 ex N641LF, dd 06.07.21, lsd fr/op for DHL jetBlue Airways [B6/JBU ‘JETBLUE’] ex D-AYAA, dd 03.06.21; A Mint Summer Night’s N2142J A321neo 10254 Dream N3058J A220-300 55113 ex C-GPOM, dd 20.07.21 N4048J A321neo 10446 ex D-AVWQ, dd 24.06.21 Micronesian Air Cargo Services [-/-] N829JP Ce208B 208B2429 ex RA-67178, reg’d 21.07.21 National Airlines [N8/NCR ‘NATIONAL CARGO’] ex N492EV, reg’d 14.07.21, N936CA reserved N744ST 747-400(BCF) 25308 29.07.21 Ravn Alaska [-/RVF ‘RAVEN FLIGHT’] N151RA DHC 8-300 395 ex C-FIQT, dd 03.07.21 SkyWest Airlines [OO/SKW ‘SKYWEST’] N207PS CRJ200 7873 op for American Eagle effective 11.12.20 N374CA CRJ700 10090 op for American Eagle effective 22.03.21 op for United Express effective 02.10.20. was N430SW CRJ200 7523 Delta Connection op for United Express effective 02.09.20, was N432SW CRJ200 7548 Delta Connection op for United Express effective 06.10.20, was N437SW CRJ200 7564 Delta Connection op for United Express effective 11.10.20, was N438SW CRJ200 7574 Delta Connection op for United Express effective 05.11.20, was N440SW CRJ200 7589 Delta Connection op for United Express effective 05.11.20, was N443SW CRJ200 7638 Delta Connection op for United Express effective 10.09.20, was N452SW CRJ200 7716 Delta Connection op for United Express effective 14.09.20, was N453SW CRJ200 7743 Delta Connection

AIRLINER WORLD OCTOBER 2021

N454SW

CRJ200

7749

N455SW

CRJ200

7760

N457SW

CRJ200

7773

N463SW

CRJ200

7820

N468CA

CRJ200

7649

N487CA

CRJ200

7729

N494CA

CRJ200

7765

N631SK

CRJ700

10329

N632SK

CRJ700

10330

N633SK

CRJ700

10331

N658CA

CRJ700

10148

N707EV

CRJ700

10057

N716EV

CRJ700

10084

N718EV

CRJ700

10095

N719EV

CRJ700

10099

N720EV

CRJ700

10115

N738EV

CRJ700

10146

N875AS

CRJ200

7559

N889AS

CRJ200

7538

N900EV

CRJ200

7608

N907SW

CRJ200

7511

N910EV

CRJ200

7727

N912EV

CRJ200

7728

N913EV

CRJ200

7731

N914EV

CRJ200

7752

N915EV

CRJ200

7754

N916EV

CRJ200

7757

N920EV

CRJ200

7810

N944SW

CRJ200

7764

N953SW

CRJ200

7813

op for United Express effective 30.09.20, was Delta Connection op for United Express effective 02.09.20, was Delta Connection op for United Express effective 29.08.20, was Delta Connection op for United Express effective 21.09.20, was Delta Connection op for United Express effective 21.07.20, was Delta Connection op for United Express effective 21.02.21, was Delta Connection op for United Express effective 28.10.20, was Delta Connection op for American Eagle effective 28.10.20, was Delta Connection op for American Eagle effective 18.08.20, was Delta Connection op for American Eagle effective 22.11.20, was Delta Connection op for American Eagle effective 22.05.21, was Delta Connection op for American Eagle effective 29.04.21, was Delta Connection op for American Eagle, was std TUS 06.01.19 – 12.02.21 op for American Eagle effective 29.04.21, was std TUS 06.01.19 – 27.12.20 op for American Eagle effective 02.06.21, was std 05.01.19 – 24.05.21 op for American Eagle effective 10.06.21, was std TUS 06.01.19 – 10.06.21 op for American Eagle, was std TUS 06.01.19 – 12.03.21 op for United Express effective 29.07.20, was Delta Connection op for United Express effective 08.07.20, was Delta Connection op for United Express effective 18.07.20, was Delta Connection op for United Express effective 10.04.21, was Delta Connection op for United Express effective 19.10.20, was Delta Connection op for United Express effective 11.08.20, was Delta Connection op for United Express effective 07.10.20, was Delta Connection op for United Express effective 20.03.21, was Delta Connection op for United Express effective 19.11.20, was Delta Connection op for United Expess effective 29.09.20, was Delta Connection op for United Express effective 14.10.20, was Delta Connection op for United Express effective 07.03.21, was Delta Connection op for United Express effective 07.10.20, was Delta Connection

Southern Air [9S/SOO ‘SOUTHERN AIR’] N702GT 777F 38091 ferried ICN-HKG 03.07.21 & reg’d 08.07.21 Southwest Airlines [WN/SWA ‘SOUTHWEST’] N8816Q 737 MAX 8 42536 ex N4022T, dd 04.06.21 Spirit Airlines [NK/NKS ‘SPIRITWING’] ex F-WZMK, dd 24.06.21, lsd fr AerCap, fleet N939NK A320neo 10450 #4939 ex F-WZMP, dd 30.06.21, lsd fr AerCap, fleet N940NK A320neo 10473 #4940 N941NK A320neo 10449 ex F-WZMI, dd 09.06.21, fleet #9491

ex F-WZMO, dd 29.06.21 & reg’d to Bank of Utah Trustee same day, fleet #9492 Sun Country Airlines [SY/SCX ‘SUNCOUNTRY’] ex SE-RRV, dd 15.07.21, lsd fr Jackson Square N840SY 737-800 42084 Aviation Transair (Trans Executive Airlines of Hawaii) [R9/MUI ‘TRANSAIR’] N251AU 737-400 25104 rr N388TM 06.07.21 United Airlines [UA/UAL ‘UNITED’] N27251 737 MAX 8 43931 ex N1786B, dd 25.06.21, fleet #7251 USA Jet Airlines [UJ/JUS ‘JET USA’] reg’d 09.07.21, N842US reserved same day, N903DE MD-88 53380 std BYH reg’d 09.07.21, N843US reserved 12.07.21, N912DL MD-88 49543 std BYH reg’d 19.07.21, N844US reserved same day, N917DL MD-88 49573 std BYH N966DL MD-88 53115 N834US reserved 19.07.21, std DHN N969DL MD-88 53172 N835US reserved, std DHN N972DL MD-88 53215 N833US reserved 07.07.21, std DHN MEA – Middle East Airlines [ME/MEA ‘CEDAR JET’] T7-ME9 A321neo 10322 ex D-AVXP, dd 11.06.21 AirExplore [ED/AXE ‘GALILEO’] ferried BUD-BTS 27.06.21, lsd to/op for Corendon OM-GEX 737-800 29919 Airlines Europe Go2Sky [6G/RLX ‘RELAXAIR’] OM-GTH 737-800 29644 lsd to/op for Corendon Airlines ASL Airlines Belgium [3V/TAY ‘QUALITY’] OE-IWA 737-800(BCF) 33623 ex EI-DPD, dd 02.07.21 OE-IWB 737-800(BCF) 33595 ex EI-DLN, dd 19.07.21 TUI Airlines Nederlands [OR/TFL ‘ORANGE’] ex YL-LCR, dd 02.07.21, lsd fr/op by SmartLynx ES-SAQ A320ceo 984 Airlines Estonia PH-TFT 737 MAX 8 44610 ex N1800B, dd 15.06.21; Ivalo PH-TFU 737 MAX 8 44652 dd 18.06.21; Hurghada ex OE-IOD, dd 10.07.21, lsd fr/op by SmartLynx 9H-SLF A320ceo 3361 Airlines Malta ex EI-GVY, dd 30.07.21, lsd fr/op by SmartLynx 9H-SLJ A320ceo 3880 Airlines Malta EZ Air [7Z/-] N304AG Saab 340B 340B-418 ex N418XJ, dd 28.07.21, lsd fr Jetstream Aviation Smart Cakrawala Aviation [-/-] PKCe208B 208B5634 ex N901WT, dd 08.07.21 Super Air Jet [IU/SJV ‘PROSPER’] ex VH-VNR, dd 07.21, lsd fr ICBC Financial PK-SAW A320ceo 5900 Leasing Apollo Express Taxi Aéreo [-/-] PS-DUA Ce208B 208B2426 ex N226SP, dd 07.21 GOL Transportes Aéreos [G3/GLO ‘GOL TRANSPORTE’] ex N1798B, N1786B, dd 11.06.21, lsd fr CDB PR-XMO 737 MAX 8 61583 Aviaton ex N1786B, dd 15.06.21, lsd fr Jackson Square PR-XMP 737 MAX 8 61584 Aviation LATAM Airlines Brasil [JJ/TAM ‘TAM’] PT-XPL A321ceo 6895 ex N891KW, dd 06.07.21, lsd fr Sierra Echo N285BN assigned 02.07.21, std Belo Horizonte PR-XTC A350-900 35 CNF ferried México City – Fortaleza 03.07.21 for entry PT-XPJ A321ceo 6798 into service Aeroflot Russian Airlines [SU/AFL ‘AEROFLOT’] ex D-AVVR, dd 02.06.21, lsd fr CDB Aviation; VP-BRG A320neo 10180 N. Zhukovsky ex F-WWIK, dd 04.06.21, lsd fr CDB Aviation; VP-BSF A320neo 10481 E. Meshalkin VP-BXC A350-900 437 ex F-WZGO, dd 15.06.21; R. Malinovsky ex F-WZNE, dd 28.06.21, lsd fr SMBC Aviation VP-BXD A350-900 429 Capital; I. Konev ex F-WZFW, dd 29.06.21, lsd fr SMBC Aviation VP-BXP A350-900 441 Capital; A. Golovanov Azur Air [ZF/AZV ‘AZUR AIR’] VQ-BXJ 777-300ER 35301 ex B-KPH, dd 21.07.21, lsd fr Aviator Capital Nordwind Airlines [N4/NWS ‘NORDLAND’] VP-BUP A330-300 1370 ex M-ABLW, dd 25.06.21, lsd fr CDB Aviation VQ-BJD A321neo 8085 ex OE-IFY, dd 02.07.21, lsd fr Air Lease Corp N942NK

A320neo

10328

Pobeda [DP/PBD ‘POBEDA’] VQ-BHC 737-800 41220 dd 07.07.21, lsd fr Avia Capital Solutions Rossiya Russian Airlines [FV/SDM ‘ROSSIYA’] ex F-WWIS, dd 19.07.21, lsd fr SMBC Aviation VQ-BRV A320ceo 5967 Capital; Perm S7 Airlines [S7/SBI ‘SIBERIAN AIRLINES’] VQ-BYT A320neo 10413 ex F-WWTR, dd 23.06.21, lsd fr Avolon Aerospace Ural Airlines [U6/SVR ‘SVERDLOVSK AIR’] VP-BMF A320ceo 3711 ex F-WWIV, dd 31.07.21, lsd fr AerCap Yakutia Air [R3/SYL ‘AIR YAKUTIA’] VP-BDG 737-800 30669 ex EI-EWL, dd 13.07.21, lsd fr AerCap SAS Scandinavian Airlines [SK/SAS ‘SCANDINAVIAN’] ex OY-KFM, dd 03.07.21, lsd fr/op by Xfly; Fafner ES-ACJ CRJ900 15250 Viking SE-RSF A350-900 499 ex F-WZGQ, dd 22.06.21; Hjalmar Viking Enter Air [E4/ENT ‘ENTER’] SP-ESI 737-800 30684 ex F-WTAW, dd 20.07.21, lsd fr AerCap Air Cairo [SM/MSC ‘AIR CAIRO’] SU-BUM A320neo 9056 ex VP-CZE, dd 03.07.21, lsd fr GECAS Ajwaa Airlines [-/AJY] ex F-WWYR, dd 06.21, lsd fr Egyptair, entered SU-GCI A330-200 696 service 05.07.21 Sky Express [GQ/SEH ‘AIR CRETE’] SX-CHG A320neo 10079 ex F-WWIQ, dd 10.06.21, lsd fr Skyserv SX-ELV ATR 72-600 1643 ex F-WWWL, dd 01.07.21 Corendon Airlines [XC/CAI ‘CORENDON'] OM-GTH 737-800 29644 ex TC-SBE, dd 31.07.21, lsd fr/op by Go2Sky ex LY-VEG, dd 07.07.21, lsd fr/op by Avion Express 9H-AMG A321ceo 2115 Malta Onur Air [8Q/OHY ‘ONUR AIR’] TC-OBU A320ceo 661 ferried SJJ-ISL 14.07.21, FlyBosnia lease ntu Turkish Airlines [TK/THY ‘TURKISH’] TC-LCN 737 MAX 8 60056 ex N1786B, dd 29.06.21 TC-LCO 737 MAX 8 60057 ex N1798B, N1786B, dd 25.06.21 TC-LCP 737 MAX 8 60058 ex N1786B, dd 29.06.21 TC-LLP 787-9 65815 dd 17.06.21 TC-LTF A321neo 10346 ex D-AYAN, dd 30.06.21 TC-LTH A321neo 10382 ex D-AYAC, dd 14.06.21 TC-LYB 737 MAX 9 60063 ex N1786B, dd 23.06.21 Icelandair [FI/ICE ‘ICEAIR’] ex D4-CCF, dd 30.07.21, lsd fr Fortress TF-LLV 757-200 25808 Investments PLAY (Fly Play hf) [OG/FPY ‘PLAYER’] TF-PLA A321neo 7939 ex N7939, dd 30.06.21, lsd fr AerCap TF-PLB A321neo 7945 ex N7945, dd 28.07.21, lsd fr AerCap Nouvelair Tunisie [BJ/LBT ‘NOUVELAIR’] TS-INE A320ceo 5310 ex OE-IPN, dd 28.06.21, lsd fr GECAS Air Côte d'Ivoire [HF/VRE ‘COTE D' IVOIRE’] TUA319ceo 3467 ex N346AV, dd 07.21, lsd fr Avolon TUA319ceo 3518 ex N351AV, dd 07.21, lsd fr Avolon Qazaq Air [-/-] P4-FLY DHC 8-400 4595 rr UP-DH004 31.07.21 SCAT Airlines [DV/VSV ‘VLASTA’] UP-B3731 737-800 40724 ex TC-AEP, dd 07.21 Azur Air Ukraine [QU/UTN ‘UT UKRAINE’] UR-AZN 757-300 32241 ex N786BC, dd 15.07.21 SkyUp Airlines [PQ/SQP ‘SKYUP’] UR-SQO 737-800 40880 ex OE-ISL, dd 02.08.21, lsd fr CIAF Leasing Ukrainian Wings [UWJ ‘UKRAINIAN WINGS’] UR-BAA 737-500 28052 ex YA-KMS, dd 15.07.21, lsd fr KamAir Windrose Airlines [7W/WRC ‘WIND ROSE’] ex F-GTAO, dd 06.07.21, lsd fr Macquarie UR-WRX A321ceo 3098 AirFinance Air Link ex N3546L, reg’d 19.07.21, lsd fr Metro Holdings VH-XMM PA-31 31-8032020 Australia Airnorth Regional [TL/ANO ‘TOPEND’] ex N916QQ, reg’d 02.07.21, lsd fr Alliance VH-UYC E190 19000016 Airlines Alliance Airlines [QQ/UTY ‘UNITY’] VH-UYK E190 19000089 ex N989QQ, reg’d 15.07.21 VH-UYN E190 19000095 ex N995QQ, reg’d 23.07.21

We welcome any feedback on this listing.

(The listing is alphabetical with reference to the registration of the country of origin. Columns indicate the registration, type, construction number and notes.)

SalamAir took delivery of its maiden Airbus A321neo, A4O-OXA (c/n 10483), on June 25 AIRTEAMIMAGES. COM/HAMFIVE

www.key.aero

95

The latest commercial aircraft deliveries from manufacturers and lessors

In January of this year, SilkAir was absorbed into Singapore Airlines, which has begun transferring 737-800s and 737 MAX 8s into its fleet AIRTEAMIMAGES. COM/ANDREW HUNT

Key to Abbreviations a/c als awys bf b/u canx cls cn cnvrtd dbf dbr dd ex ff frtr lrf lsd fr lsd to msn ntu oo op pax pwfu reg’d reg’n ret fr ret to rr rts sb scr st std tba unk wfu w/o

aircraft airlines airways bought from broken up/scrapped cancelled colours manufacturer’s construction/serial number converted destroyed by fire damaged beyond repair delivery date previous reg'n first flight freighter last revenue flight leased from leased to see cn not taken up on order operated passenger permanently withdrawn from use registered registration returned from returned to re-registered return to service sold by scrapped/broken up sold to stored to be advised unknown withdrawn from use written off/destroyed

Thanks to Dave Richardson and LAASI Aviation for the above

96

Bayswater Road [-/-] VH-AZU Ce404 ex N6765J, reg’d 19.07.21, lsd fr Aero Logistics VH-WGS Ce404 ex C-GRWS, reg’d 19.07.21, lsd fr Aero Logistics Cobham Aviation / National Jet Express [NJS/QJE ‘NATIONAL JET’] VH-IQU E190 19000091 ex VQ-BRN, reg’d 23.07.21, lsd fr GECAS Colville Aviation Services [-/-] VH-PSX BN-2B 2309 ex G-CEUD, reg’d 15.07.21 Corporate Airlines (Vee H Aviation) [FC/-] VH-VEC Saab 340B 340B-433 ex N433XJ, reg’d 15.07.21 VH-VED Saab 340B 340B-442 ex N442XJ, reg’d 14.07.21 Jetstar Airways [JQ/JST ‘JETSTAR’] VH-YXS A320ceo 5732 ex JA17JJ, reg’d 21.07.21, lsd fr Goshawk Aviation Network Aviation (QantasLink) [-/NWK ‘NETLINK’] VH-VQZ A320ceo 2292 ex 9V-VQZ, dd 21.07.21, lsd fr Qantas Skytrans Airlines [QN/SKP ‘SKYTRANS’] ex N806EX, reg’d 14.07.21, lsd fr Avmax Aircraft VH-QQC DHC 8-100 263 Leasing Virgin Australia Airlines [VA/VOZ ‘VELOCITY’] VH-YQG 737-800 40999 ex 2-VYFG, lsd fr AerCap, reg’d 14.07.21 VH-YQH 737-800 41000 ex 2-VYFI, lsd fr AerCap, reg’d 23.07.21 Bamboo Airways [QH/BAV ‘BAMBOO’] VN-A260 E190 19000524 ex M-ABNK, dd 07.21, lsd fr CDB Aviation IndiGo [6E/IGO ‘IFLY’] VT-ILP A321neo 10289 ex D-AZAM, dd 28.06.21 Vistara [UK/VTI ‘VISTARA’] VT-TVD A321neo 10395 ex D-AVXR, dd 04.06.21, lsd fr Air Lease Corp VT-TYB A320neo 10433 ex F-WWTU, dd 29.06.21, lsd fr Avolon Aerospace Aeroméxico [AM/AMX ‘AEROMEXICO’] ex N1786B, dd 15.06.21, lsd fr Jackson Square N105JS 737 MAX 8 43709 Aviation ex N1798B, N1786B, dd 22.06.21, lsd fr Jackson N109JS 737 MAX 8 43712 Square Aviation ex N1786B, dd 25.06.21, lsd fr Jackson Square N110JS 737 MAX 8 43755 Aviation N115AM 737 MAX 9 43371 ex N40231, dd 03.06.21, lsd fr Air Lease Corp XA-BBB 737 MAX 9 43714 dd 22.06.21 XA-MAY 737 MAX 8 43756 ex N1786B, dd 29.06.21 XA-MAZ 737 MAX 9 43754 ex N1786B, dd 01.06.21, lsd fr Air Lease Corp XA-OCA 737-800 39164 ex SE-RRC, dd 01.07.21, lsd fr FPG Group XA-OCB 737-800 39162 ex SE-RRA, dd 30.07.21, lsd fr FPG Group Viva Aerobus (Aeroenlaces Nacionales) [VB/VIV] XA-VBP A321ceo 5606 ex N902JT, dd 16.07.21 Volaris [Y4/VOI ‘VOLARIS’] ex F-WWTP, dd 03.06.21, lsd fr Aviation Capital XA-VRU A320neo 10348 Group XA-VRW A320neo 10601 ex F-WWIC, dd 04.06.21 XA-VRX A320neo 10439 ex F-WWIA, dd 17.06.21, lsd fr Air Lease Corp XA-VRY A320neo 10574 ex F-WWBQ, dd 17.06.21, lsd fr Air Lease Corp ex F-WWDJ, dd 30.06.21, lsd fr Aviation Capital XA-VRZ A320neo 10469 Group Cambodia Airways [KR/KME ‘GIANT IBIS’] XU-763 A320ceo 9122 ex F-WTAN, dd 07.07.21, lsd fr Aero K Airlines KamAir [RQ/KMF ‘KAMGAR’] YA-KMS 737-500 28052 lsd to Ukrainian Wings SmartLynx Airlines [6Y/ART ‘SMART LYNX’] Volotea lease ntu, ferried RIX-BSL 01.07.21 for YL-LCQ A321ceo 2211 re-entry into service ferried AMS-CMN 01.07.21, lsd to/op for Royal YL-LCV A321ceo 2216 Air Maroc ferried EIN-TGR 04.07.21, lsd to/op for Royal YL-LCX A321ceo 3191 Air Maroc ferried RIX-OUD 02.07.21, lsd to/op for Royal YL-LDA A321ceo 2903 Air Maroc Blue Air [0B/BLA ‘BLUE AIR’] ex N1780B, N1799B, N1786B, dd 04.06.21, lsd fr YR-MXB 737 MAX 8 43306 Air Lease Corp FlyLili YR-SIL A320ceo 424 ex LZ-EAA, dd 07.21, lsd fr Sky One FZE Hello Jets [-/-] YR-BAG 737-500 24778 ex N494ST, dd 19.07.21 Just Us Air [-/JOC] ferried CRA-OTP 15.07.21 after storage since YR-NTS A321ceo 1153 10.19 Rutaca Airlines [5R/RUC ‘RUTACA’]

AIRLINER WORLD OCTOBER 2021

YV645T 737-300 27932 YV-3521 MD-83 49909 YV-3522 MD-88 49763 YV-3523 MD-83 53347 YV-3524 MD-88 49766 Fastjet Zimbabwe [FN/FJW ‘ZIMBIRD’] Z-FJH ERJ145 tba Airlink [4Z/LNK ‘LINK’] ZSE190 Georgian Airways [A9/TGZ ‘TAMAZI’] 4L-GTI

737-700

35086

MyWay Airlines [MJ/MYW ‘MYSKY’] 4L-MWC 737-700(F) 30513 Israir [6H/ISR ‘ISRAIR’] 4X-ABT A320ceo 6200 Ghadames Air Transport [G6/GHT] 5A-GRA 737-300 24717 5A-GRR 737-300 25048 Air Tanzania [TC/ATC ‘TANZANIA’] 5H-TCK DHC 8-400 4624 Auric Air [UI/AUK ‘AURIC SERVICES’] 5H-MFH

DHC 8-100

537

ex CP-3136, dd 02.07.21 ex N415NV, dd 11.07.21 ex N402NV, dd 12.07.21 ex N417NV, dd 11.07.21 ex N414NV, dd 12.07.21 dd 07.21 ex EI-GHK, dd 07.21, lsd fr Nordic Aviation Capital ex EK73786, dd 01.07.21, lsd fr Aircompany Armenia ex N707LN, dd 06.07.21, lsd fr Spectre Air Capital ex EI-GTO, dd 30.07.21, lsd fr Pembroke Capital ex UR-CRL, dd 02.06.21 ex UR-CRM, dd 02.08.21 ex C-GPPU, dd 30.07.21; Saadani National Park ex C-FXUZ, dd 15.07.21, lsd fr Avmax Aircraft Leasing

Arik Air [W3/ARA ‘ARIK AIR'] 5N-MJO

737-800

35640

Mauritania Airlines [L6/MAI] 5T-CLJ 737 MAX 8 64299 Trade Air [C3/TDR ‘TRADE AIR’]

std Kaunas since 2018, seized by Lufthansa Technik rts 14.07.21

ex N1808A, dd 14.07,21, lsd fr AerCap; Nënë Tereza Avion Express Malta [MLH ‘SOUTH WIND’] 9H-AMI A320ceo 3409 ex OE-IGH, dd 21.07.21, lsd fr AMCK Aviation HiFly Malta [5M/HFM ‘MOONRAKER’] 9H-HFA A330-300E 1779 ex 2-HHLL, dd 08.07.21, lsd fr EMP Aviation 9H-LIS A321ceo 3274 lsd to/op for Wizz Air 9H-XFW A319ceo 3689 lsd to/op for Amelia Corendon Airlines Europe [XR/CXI ‘TOURISTIC’] OM-GEX 737-800 29919 ex N637AC, dd 30.06.21, lsd fr/op by AirExplore SmartLynx Airlines Malta [LYX ‘MALTA CAT’] ferried RIX-CMN 01.07.21, lsd to/op for Royal 9H-SLC A321ceo 4461 Air Maroc ferried MPL-EIN 10.07.21, lsd to op/for TUI Airlines 9H-SLF A320ceo 3361 Nederlands 9H-SLG A321ceo 1946 ex YL-LDH, dd 17.07.21, lsd fr AerCap 9H-SLI A320ceo 3866 lsd to/op for Volotea ex EI-GVY, dd 30.07.21, lsd fr AerCap, lsd to/op 9H-SLJ A320ceo 3880 for TUI fly Nederland 9H-SLK A320ceo 1725 ferried OSR-VRN 02.07.21, lsd to/op for Volotea 9H-SMC A330-300E 937 ferried BHX-MLA 08.07.21 for entry into service Jazeera Airways [J9/JZR ‘JAZEERA’] ex F-WWIF, dd 16.06.21, lsd fr ICBC Financial 9K-CBG A320neo 10366 Leasing Malaysia Airlines [MH/MAS ‘MALAYSIAN’] 9M-MXF 737-800 40133 9M-MXU 737-800 40158 ferried PEN-KUL 20.07.21 9M-MXV 737-800 40159 ferried PEN-KUL 20.07.21 flyCAA [BU/FPY ‘AFRICOMPANY’] ex VT-WAK, dd 02.07.21, lsd fr Carlyle Aviation 9S-ABM A320ceo 3900 Partners Scoot [TR/TRW ‘SCOOTER’] ex D-AZAT, dd 02.06.21, lsd fr BOC Aviation; 9V-NCD A321neo 10280 Happy Pill Singapore Airlines [SQ/SIA ‘SINGAPORE’] 9V-MBA 737 MAX 8 44246 ex N6067E, dd 22.04.21 9V-MBB 737 MAX 8 44240 ex N1786B, dd 01.04.21 9V-MBC 737 MAX 8 44244 ex N1787B, dd 01.04.21 9V-MBD 737 MAX 8 44241 ex N1786B, dd 01.04.21 9V-MBE 737 MAX 8 44242 ex N1786B, dd 01.04.21 9V-MGA 737-800 44217 dd 05.02.21, lsd fr Pembroke Capital 9V-MGB 737-800 44218 dd 19.02.21, lsd fr Pembroke Capital 9V-MGC 737-800 44219 dd 18.03.21, lsd fr Pembroke Capital 9A-BTJ

A319ceo

1808

Preserving Commercial Aviation’s Past

Up from the deep and back to Berlin The sole surviving Focke-Wulf Fw 200 Condor has been transported to Berlin Tempelhof Airport after the mammoth 22-year restoration of the 1930s long range airliner entered its final phase.

The Bremen-built propliner was discovered at a depth of 213ft off the Norwegian coast close to Trondheim in 1981 and was raised from the seabed 18 years later. Unfortunately, the wreckage of the former Kriegsmarine aircraft broke up as it was lifted from the deep after 57 years submerged having ditched due to issues with the flaps in February 1942.

The aircraft breaking up complicated an already challenging restoration effort no end – the loss of all the Fw 200’s technical drawings during World War Two meant that those planning to restore the propliner had no basis from which to work. Despite this, the Deutsche Lufthansa Berlin Stiftung-led project began.

The incredibly ambitious project was initially viewed with scepticism, but the band of around a dozen volunteers has received support from Airbus

– including the provision of workshop facilities and funding. Work on the airliner has subsequently been split across several sites.

The Deutsche Lufthansa Berlin Stiftung has supported the effort by restoring the undercarriage at its Hamburg facility, while the four Bramo 323R nine-cylinder radial engines were reconditioned at Rolls-Royce’s locations at Oberursel, north of Frankfurt, and Dahlewitz, close to Tempelhof’s successor, Berlin Brandenburg Airport.

Assistance also came from the German Museum of Technology in Berlin. In all, around 150 ‘Condorians’ have been involved to return the wreckage to its present state.

The Fw 200 was initially flown in July 1937 and became the first aircraft to connect Berlin and New York in a single bound the following year. Just 16 civilian examples of the 26-seater were built and three-quarters of those were delivered to Deutsche Lufthansa. Production continued following the outbreak of World War

ABOVE • The restoration is understood to be the first complete FW 200 known to exist since the early 1950s FW 200 RESTAURIERUNG BREMEN

Two, but the conflict meant only military variants were manufactured.

Other commercial operators alongside Deutsche Lufthansa included Det Danske Luftfartselskab (DDL) – which later became part of SAS Scandinavian Airlines – and British Overseas Airways Corporation (BOAC), which operated a former-DDL example seized on British soil following Germany’s quick and bloodless invasion of Denmark in 1940.

The propliner was later transferred to the Royal Air Force and written off in 1941.

The only remaining Condor is to be reassembled in Hangar 7 at the iconic Berlin airport, where it will join Douglas C-54G Skymaster, 45-0557 (c/n 36010). A former Interflug Ilyushin Il-14, DM-SAM (c/n 4803045), is also under restoration at Tempelhof and when finished will complete a trio of US, Soviet and indigenously built propliners in the German capital. It is not known whether other aircraft will join the trio at Tempelhof as part of the creation of a museum at the site.

Great White North to Welsh hills Large sub-assemblies of former British Eagle Douglas DC-6, G-APSA (c/n 45497), have been transported to its new home at South Wales Aviation Museum. The aircraft had been stored at Coventry Airport since 2008 when corrosion was discovered in the tail, cutting short its already extensive flying career.

The airliner first flew in 1958 and was delivered to Canada’s Maritime Central Airways as CF-MCK the following January. After two

years in the Great White North, it was acquired by Cunard Eagle Airways on January 5, 1961 before being transferred to British Eagle International Airlines in October 1963.

After just five months with the carrier whose livery it still wears, it was sold to Saudi Arabian Airlines as HZ-ADA in February 1964. While with the Middle Eastern operator, the propliner was subsequently leased to Yemen Airways as 4W-ABQ. The DC-6 returned to UK shores in 1987

when it was acquired by Instone Airline. It had been intended for use transporting racehorses around Europe, but instead flew on contract to mail and courier companies as well as transporting car components and equipment for the oil industry.

It will be reassembled and restored prior to display at the St Athan facility.

Coventry’s other long-term DC-6 inmate, G-SIXC (c/n 45550), is being taken to the museum’s Picketston site for remedial work ahead of sale. www.key.aero

97

A380 base maintenance services contract extended

The latest news from maintenance, repair and overhaul providers

In a show of continued commitment to the Airbus A380, British Airways (BA) has extended its contract with Lufthansa Technik for base maintenance on its 12-strong super jumbo contingent.

The contract is scheduled to run from August 2022 for more than five years, with the work carried out at Lufthansa Technik Philippines’ facility in Manila.

Both parties have worked closely together over the past five years on A380 base maintenance services. A contract extension was agreed thanks to “organisational skills, experience, technical knowledge and flexibility of both companies”.

Dave Exon, technical director of BA, said: "Safety is at the heart of everything we do, and we're delighted

to extend our existing A380 base maintenance contract with Lufthansa Technik [because] of the continued excellent standard of service provided

by Lufthansa Technik Philippines. This agreement ensures that our A380 aircraft have secured slots for the foreseeable future."

The 12 double-deckers are configured in a four-class, 469-seat layout and equipped with Rolls-Royce Trent 900 powerplants. The carrier’s maiden example, G-XLEA (c/n 095) – pictured above the iconic White Cliffs of Dover – was handed over in July 2013. Its final A380, G-XLEL (c/n 215), was delivered in June 2016.

Lufthansa Technik has also revealed a new multi-year agreement with Russian-based Smartavia covering

total component support (TCS) services – a move that continues a “trustful partnership”. The deal encompasses Smartavia’s Airbus A320neos – covering up to ten airframes – over a six-year period.

Sergey Savostin, general director of Smartavia, said: "Lufthansa Technik's co-operation with Woodward and FADEC as the main manufacturers of engine-related components for the LEAP-engines has convinced us that this contract will ensure the operational stability of the new aircraft." Lufthansa Technik say Smartavia will benefit from their individual supply concept, which allows short and fast transport routes.

(Photo British Airways) MRO News by Nigel Pittaway

E2 total support programme signed Canadian-based Porter Airlines has signed a major aftermarket support package contract with Embraer for its newly ordered fleet of E195-E2s.

The total support programme (TSP) agreement includes airframe heavy maintenance checks, technical solutions and access to the pool programme, which offers component exchanges and repair services for hundreds of reparable items on the E2, for up to 20 years.

The Brazilian airframer said Embraer Aircraft Customer Services (EACS)

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will provide the pool programme support in Fort Lauderdale, Florida, while Embraer Aircraft Maintenance Services (EAMS) will conduct heavy maintenance services at its Nashville, Tennessee facility. Michael Deluce, president and CEO, Porter Airlines, said: “This service agreement with Embraer is fundamental to Porter’s operational success. During this very important moment in Porter's history, Embraer's expertise and support is crucial as we start operations with the E2 since no one knows these [aircraft]

better than the manufacturer.”

Ahead of the jet’s entry-into-service with Porter, Embraer will work with the airline on provisioning services, spare parts recommendations and technical training. With the airline’s order for 30 E195-E2s, plus purchase rights for a further 50, it becomes the type’s North American launch customer (see Airliner World, September 2021).

Embraer has also inked a long-term pool programme deal with CommutAir, a US-based carrier that operates flights on behalf of United Airlines through its United Express brand, covering full repair coverage for components and parts on its ERJ145 fleet and access to Embraer’s large pool stock in Fort Lauderdale. Joel Raymond, executive vice president and chief operating officer at CommutAir, said: “This new partnership with Embraer will set up our front-line teams for long-term success.” With 168 aircraft under lease, it operates the largest fleet of ERJ145s globally.

(Photo Embraer)

CIS flight hour services contract win Airbus has revealed that Air Manas – a Kyrgyzstan-based firm – has selected it to provide support for the carrier’s leased A220 fleet under a flight hour services (FHS) agreement – the European airframer’s first maintenance-by-the-hour FHS package customer in the CIS region.

The deal was formally signed by Julien Franiatte, head of Airbus Russia and CIS, and Alexandr Belovol, shareholder of Air Manas (pictured), at the MAKS 2021 International Aviation and Space Salon in Moscow.

Franiatte said: “We are building on our strong A220 component warehouses set-up to provide our new customer with the highest level of support. We are looking forward to

contributing to Air Manas’ successful operation of its A220 fleet."

Belovol added: “It is a historical moment and honour for the new updated Air Manas, after a long

quarantine, to be part of the big aviation world with the Airbus A220.”

Under the FHS agreement, the low-cost carrier will have access to Airbus’ pool of parts and repair services, as well as the manufacturer’s engineering expertise, enhancing the type’s reliability as well as easing the fulfilment of lease return conditions.

Air Manas accepted its first A220-300, EX-22002 (c/n 55072) Kaganat, in April this year (see Airliner World, July 2021). It’s understood a second example is set to join the Kyrgyz firm by the end of this year, while FlightGlobal reported that Air Manas is ready to introduce at least five A220s by the end of 2023.

(Photo Airbus)

The latest news from maintenance, repair and overhaul providers

Line maintenance capabilities integration Magnetic MRO has announced the integration of its line maintenance capabilities with certified service provider, Direct Maintenance, part of the Magnetic MRO group.

In January, Magnetic MRO “started the movement” of its Tallinn-based line maintenance, along with its respective outstations, under Direct Maintenance.

Risto Mäeots, CEO at Magnetic MRO, said: “We noticed that an airline is often stranded with numerous service providers, each with its own ‘handwriting’. We had to admit that market was offering what is convenient for service providers, not what customers actually need.

From consolidating our existing line maintenance under one leadership to the future global growth in network,

we will absolutely praise the challenge to be [a] pioneer and to offer comfort in every aspect.“ After the integration activity is completed, the group’s line maintenance capabilities will extend to more than 20 stations worldwide, covering at least 70 aircraft and powerplant combinations. Types include the Airbus A320neo, A350-900/1000, A380-800, Boeing 747-8 and 787, along with “progress” on next-generation examples such as the A330neo and 777X. Jacco Klerk, CEO at Direct Maintenance, added: “We see strong demand and interest from the market that airlines are pivoting to independent line-maintenance providers offering a more

comprehensive range of solutions across a strategic network of stations,“ adding that, while pricing remains an important element, solutions were needed in the current “recovery environment“.

He said that initial results has been “promising”, and that integration and transition will be completed in 2022.

(Photo Direct Maintenance)

Acquisition formally completed Leading aircraft parts distributor and MRO service provider Topcast Aviation Supplies (TOPCAST) has acquired Shanghai-based AML Aviation Technologies (AML), an approved aircraft components maintenance firm. The move by Hong Kong-based TOPCAST comes as part of a strategy to grow its footprint in mainland China amid the burgeoning growth of MRO services.

Steven Pearson, CEO of TOPCAST, said: “This acquisition positions

[the] TOPCAST business well for the future of aviation dynamics in mainland China. We expect our MRO services to increase further its level of efficiency, economies of scale, improved business operations and lower costs. We look forward to making an active contribution to the current strong demand of cargo freight for medical supplies and preparing [for the] industry recovery.”

AML was established by Aviation Industry Corporation of China (AVIC)

in 2002 and is a Civil Aviation Administration of China-approved components maintenance company.

Steve Chua, managing director, Global MRO of TOPCAST, said the firm planned to set up a warehouse in Shanghai and ”will implement a dedicated pooling programme for lower life cycle costs from the initial core units from each airline customer”.

TOPCAST says the acquisition will consolidate its status as an MRO service provider in the region due to Shanghai’s importance to a wealth of passenger and cargo operators that use the city as a hub (the metropolis’ Pudong gateway is pictured). Founded in 1991 and headquartered in Hong Kong, the firm has a global network of 19 offices across the Asia-Pacific, Middle East, USA, Latin America, and UK, enabling a connection between suppliers and customers to more than 90 countries.

(Photo Flickr Commons/Steve Knight) www.key.aero

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Letters to the editor Information for the traveller.

Drama in the desert Dear Editor, I much enjoyed the separate publication to Airliner World which featured solely the history of my company. It's now 12 years since I sold the airline to Lufthansa and I am very glad that I am not facing the present troubles of many carriers! I was reminded recently that I am probably the longest continuing serving senior airline executive in the UK from November 1964 to July 2009.

While reading the 'Cedar jet goes to war' in the July 2021 edition of your splendid magazine, I thought your readers may like to learn about one of the most unique aircraft hijackings on record. It occurred at Beirut in July 1977 and by coincidence a British Midland Boeing 707-320C on wet-lease in the full livery of Kuwait Airways featured on page 65 in the July issue of your magazine (pictured).

I will quote from the publication of the official history 'bmi the story' by Penny Olsen published in 2008: “In the early hours of July 7, 1977 British Midland Boeing 707-321, flying in the colours of Kuwait Airways and

with a locum pilot, was hijacked by five Palestinians while en route from Beirut to Kuwait. On arrival, a relief crew led by Captain Ron Hardy was substituted and the passengers were exchanged for five hostages, Kuwait government representatives. The gunmen demanded the plane be flown to Aden but the Yemenis had other ideas – as did the Bahrainis and the Dohanese in Qatar, the other destinations suggested by the hijackers. Eventually, with no fuel to spare and a Kalashnikov assault rifle at his head, Hardy negotiated with the Syrian authorities and landed the aircraft safely at Damascus.

“Negotiations on the ground were unresolved so the armed hijackers demanded to be flown on to Tripoli.

While moving slowly down the runway a skirmish occurred on board and the hijackers disarmed their erratic leader.

The take-off was calmly abandoned by the hero of the day, Ron Hardy, allowing forces to board the aircraft.”

Subsequently, I termed the episode a ‘Gentlemen's Hijack’! Not a single casualty during the entire

incident, everyone behaved properly – including the hijackers turning on their leader! I can't vouch for what may have happened to them after the Syrian special forces removed them from the aircraft, but no one had a scratch when under our care!

Changing a crew during a hijack must have been a first and last time, but times were different. We had a number of hair-raising episodes during the period in the 1970s when we ran an 'instant airline' operation with our Boeing 707 fleet, though the one we were most proud of was being the last refugee flight out of Saigon on April 4, 1975 carrying 102 orphans back to London and new lives.

Best wishes for the continuing success of Airliner World, Michael Glendonbrook (Formerly Sir Michael Bishop CBE, chairman and majority shareholder of British Midland plc) Ed: Thank you for sharing your insights, Lord Glendonbrook, it’s fantastic to know we have aviation legends among our global readership.

BOB O'BRIEN

Jumbo adventures Dear Editor, When I read the letter from Alan Walters (February 2021 issue) regarding the last British Airways 747 flight as well as the first Pan Am 747 to arrive in the UK, it brought back many memories of this wonderful airplane and what it has meant to me.

From a very young age I have always been an aviation fan, which I am even more so today. However, as a teenager, rather than pursuing a career in the aviation industry, I chose to become a seagoing marine engineer. Why I made that decision is unknown, the bottom line was that I wanted to travel the world, and so I did. My first flight was in 1954, I was just a year old when

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my mother took me along in a Junker Ju-52, flying from Bodø to Tromsø, Norway. I do not remember anything of that trip. However, thereafter for each flight I have completed, I have saved each ticket and/or boarding card. With a lot of time on my hands due to the pandemic, each flight has been recorded in a database and, as of today, my total flight count is 2,345 with 7,640 hours in the air. Out of these, 179 have been on board my favourite airplane, the wonderful 747, from the -100s, through to the -400s, -8s and even the SP. My first 747 journey was on July 15, 1976. The day started in Tromsø, Norway, going to Oslo then on to

Frankfurt in a Scandinavian Airlines DC-9-30. After arriving in Frankfurt and finding my way to the next departure gate for Bahrain, I was so pleased to see that this flight would be in a Singapore Airlines 747-200. I could not wait to board this huge airplane. My seat was in the back together with a lot of smokers, which was permitted at that time. After seeing the no smoking and fasten seatbelt sign being illuminated, I extinguished my cigarette and before I knew it, this enormous airplane lifted its nose and climbed to the sky. I felt that I was in heaven, what an experience, such an elegant bird in the sky. Sitting there, I promised myself that this would not be the last time to fly in this great

Shows & events Enthusiast shows and events worldwide may be listed here for free. Organisers are invited to send any correspondence to the editorial department via email: airlinerworld@keypublishing.com September 12 Gatwick Aviation Enthusiasts' Fair K2 Centre, Pease Pottage Hill, Crawley, RH11 9BQ facebook.com/gatwickaviationfair October 10-12 World Routes 2021 Fiera Milano, Milan, Italy www.routesonline.com October 12-14 Business Aviation Convention & Exhibition (NBAA-BACE) Las Vegas, Nevada, USA www.nbaa.org October 17 Midland Air Museum (Coventry) Aviation Fair Midland Air Museum, Coventry Airport, Baginton, Warwickshire CV3 4FR www.aircraftenthusiastfair.co.uk October 19-21 MRO Europe RAI Amsterdam, The Netherlands https://mroeurope.aviationweek.com November 14 Heathrow Aircraft Enthusiasts’ Fair Kempton Park Racecourse, Sunbury-on-Thames, TW16 5AQ www.aircraftenthusiastfair.co.uk November 14-18 Dubai Airshow Dubai World Centre, Dubai, UAE www.dubaiairshow.aero Events are subject to late change without Airliner World’s knowledge. Please check details prior to travel and adhere to any local COVID-19 regulations.

Information for the traveller.

An eye for detail Dear Editor, I am 14 years old and I'm a dedicated reader of Airliner World. During lockdown, I had little to do (apart from reading your magazine), so I thought I'd do some drawing. I took out the May 2020 edition – as it is the biggest issue ever, I thought I'd find something

to draw – and looked through it. I came across a very good photo of Milan/Malpensa Terminal 2 alongside Matteo Legnani’s article about the effect of the pandemic on Italy.

I enclose the result of my efforts and a copy of the original.

Piotr Węglowski

Douglas’ birthday?

Dear Editor, Thanks for keeping us entertained during what has been a horrible time for aviation. While it can’t be easy filling the magazine right now, a look at my records suggests that the centenary of the Douglas Aircraft Company is taking place this year.

With things so quiet, might this be a chance for a retrospective?

Clive Motormann, South Africa Ed: I agree this is an important milestone, with Douglas and its partners building the foundations for the aircraft we enjoy today. From the DC-7 to the MD-11F, I hope you have enjoyed the special centennial content in this issue!

airplane, and that there would be many more to come. After close to seven hours of sheer flying enjoyment, we made a flawless landing at Bahrain International Airport.

On this trip, due to a shipping delay, I ended up flying on a Gulf Air Fokker F27 from Bahrain to Dhahran in Saudi Arabia. After joining my ship in Ras Tanura (also in Saudi Arabia) we sailed with a full load of crude oil to Europe with a 24-hour stopover in Cape Town. On arrival in South Africa, the ship owner’s superintendent arrived directly from Norway to carry out some regulatory inspections.

Just before we were departing Cape Town, they disembarked the vessel and flew straight back home to Norway. Being a bit curious, before he left the ship, I asked him about his

travel arrangements, which – in both directions – had been in a 747. He stated that for an inspection taking less than 24 hours requiring more than 30 hours of travel, the jumbo is the plane to be in. This made me make myself another promise, I needed to get enough sailing experience to gain a promotion to superintendent so I too one day can fly to and from the ships, hopefully allowing more time in a 747 than at sea. I kept this promise and in 1980 I became a ship superintendent.

Looking back today, I owe a great deal of my desire to pursue my shore-side maritime career to the Boeing 747, the greatest airplane of all time.

I am pleased to attach a copy of the ticket to Bahrain and onward to Dhahran.

Petter Syse, Pompano Beach, Florida www.key.aero

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United agrees Boeing training partnership The latest training aids available for the aviation professional

Boeing has been selected by the United Aviate Academy to provide a range of training tools, materials and digital solutions to develop and provide early career training to United Airlines’ next generation of pilots.

The comprehensive five-year agreement includes Jeppesen and ForeFlight solutions, and provides the academy with the tools to help cadets master key concepts and information needed to pilot aircraft confidently and safely.

“We are pleased to extend our long-term partnership with Boeing to help train the next generation of United pilots,” said Bryan Quigley, United’s senior vice president of flight operations. “Boeing’s unique suite of tools and materials will help provide effective training for Aviate pilots who are working to meet future air travel demands and uphold United’s high standards of safety and excellence.”

The agreement was inked at the 2021 EAA AirVenture Oshkosh show, where Boeing presented Delia Nina Nava with a scholarship to United Aviate Academy, to join a future pilot training class. Nava is from Houston, Texas. She has a passion for aviation and aspires to become an airline pilot.

Chris Broom, vice president of training solutions, Boeing Global Services, added: “By leveraging our broad portfolio of solutions, we offer customers tremendous value in delivering efficient, effective training throughout the pilot training life cycle.”

(Photo Boeing)

Italian milestone for ALSIM Training equipment firm ALSIM has confirmed the sale of the first AL250 flight simulator in Italy. The device has been acquired by Aero Club Milano and will cover initial phase training needs. The AL250 offers both classic and glass cockpit instrumentation for each flight model. Milan’s new arrival

joins more than 65 other examples, which have been installed and are in operation worldwide. The new simulator will be located at the club’s operational headquarters at Bresso Airport, to the north of the city centre.

The club has a fleet of 22 aircraft and about 70 students across its

Boost for recruits despite pandemic

Lufthansa Technik is starting a new year of training with 126 young people joining its ranks.

Barbara Koerner, head of training and dual-study students at Lufthansa Technik, said the pandemic had not deterred the company from achieving its wider strategic goals: “We see training as a long-term instrument, one that needs continuity. Only then can all the interfaces involved, such as trainers, specialised departments, operational deployment areas and vocational schools, provide optimal training quality. Against this background, [we have] made a

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conscious decision to maintain [our] training activities. Only the number of places has been adjusted, in response to the crisis.”

In August, 109 young people started apprenticeships in Hamburg, 16 in Frankfurt and one in Munich.

Roles included aircraft mechanics focusing on engine technology, surface coating technicians and electronics specialists.

Currently, about 650 young people are undertaking training or a dual course of study at the Lufthansa Technik Group in Germany.

(Photo Lufthansa Technik)

various courses. The club’s president, Antonio Giuffrida, said: “We have chosen an established product that lives up to our expectations and meets our operational standards. We are delighted to start this collaboration with ALSIM to equip ourselves with a tool that is now indispensable.”

CAE acquires GlobalJet Services CAE has announced the expansion of its maintenance training capabilities with the addition to its portfolio of GlobalJet Services – a firm specialising in aviation maintenance training. Headquartered in Avon, Connecticut, GlobalJet Services operates within the business aviation and helicopter sectors.

According to CAE, the move will boost its capabilities by increasing its aircraft platform addressability for maintenance training through approved programmes. CAE also hopes to leverage its experience in pilot training to enable its rapid growth in the maintenance training market.

Nick Leontidis, CAE’s group president, civil aviation training solutions, said: “This acquisition is a great addition. Moving forward, CAE will be able to better serve global operators, as they look for a one-stopshop provider that can support their various aircraft fleet types.”

The firm said the acquisition will also provide CAE with a highly experienced team that is “well-aligned with the culture of CAE”.

Reports and details of recent incidents

Unexpected seat collapse leads to 737 tail strike n Air India Express Boeing 737-800 took out the airport’s localiser and a portion of its boundary wall on take-off after the captain’s seat unexpectedly reclined, a report by India’s Aircraft Accident Investigation Bureau has revealed.

The jet, VT-AYD (c/n 36340), was departing Tiruchirappalli (Trichy) Airport in the south of the country when the incident occurred.

The narrowbody backtracked and lined up on runway 27 just after 1am local time on October 12, 2018. The V speeds were recorded as being 143kts for V1, 144kts and 151kts for VR and V2, respectively.

Thrust levers were advanced and TOGA (take-off/go-around) was engaged when engine N1 reached 40%.

The PIC called for take-off power and the first officer checked and verified that the required thrust was set. The speed cross-check at 80kts was completed by both crew members.

According to the report, the captain said that during the high-speed segment of the take-off roll, at around 117kts, his seat recliner collapsed and he lost his balance. With his left hand on the control column and right on the thrust levers, he inadvertently pulled both back as he fell back. This resulted in a power reduction from 98% to 77%.

The PIC immediately handed over the controls to the first officer and spent the next five seconds regaining the correct seating position by adjusting the collapsed recliner. Around five seconds after handing controls over, and with

A

DATE Jul-07 Jul-08 Jul-11 Jul-11 Jul-11 Jul-14 Jul-15 Jul-15 Jul-16 Jul-17 Jul-21 Jul-26 Jul-26 Jul-27

REG'N UNK HK-2820 C-GUAY C-FLLL D-AICP 8R-ABK C-GIGO C-GUTW RA-28728 G-OJMP 5Y-GRS D-FLEC N605TR ET-AMI

C/N UNK 20171 20800255 292 2142 208B5106 20800549 405 1AJ007-13 208B0917 355 20800388 5715 208B1260

around 2,000ft of runway remaining, the PIC recovered from his unbalanced position and looked outside attaining the jet’s position, neither crew had observed the reduction in thrust.

The focus was instead drawn to the end of the runway approaching and the rotation speed not having been achieved. Investigators concluded that at this stage, a rejected take-off was no longer possible.

With between 1,000 and 2,000ft of runway remaining, and with speed close to V1, the captain inputted aft control column pressure to initiate the take-off rotation. He observed the rate of rotation and control forces to be higher than normal. The aircraft rotated at 145kts, which was consistent with the computed VR speed of 144kts.

Take-off rotation was initiated with limited runway remaining and higher than normal pitch angle, which caused a tail strike on the soft ground after the aircraft left the runway. The jet then continued to hit five units of the localiser antenna and the airport boundary wall. The crew advanced the thrust levers just as the aircraft contacted the wall – approximately 25 seconds after the initial reduction.

The American-built narrowbody’s landing gear, along with the bottom of the fuselage impacted the structures.

After completing confidence checks in the climb phase by checking their engine instruments, systems indications and recycled the landing gear, the crew continued the flight as planned. While over the Arabian Sea,

TYPE Cessna 208B Grand Caravan Douglas DC-3C Cessna 208 Caravan de Havilland Canada DHC-3T Vazar Turbine Otter Airbus A320ceo Cessna 208B Grand Caravan EX Cessna 208 Caravan de Havilland Canada DHC-3T Vazar Turbine Otter Antonov An-28 Cessna 208B Supervan 900 de Havilland Canada DHC 8-100 Cessna 208 Supervan Bombardier Challenger 605 Cessna 208B Grand Caravan

OPERATOR Ryan Air Service ALIANSA Colombia Air Tunilik Northwestern Air Condor Flugdienst Jags Aviation Seair Seaplanes Harbour Air SiLA - Siberian Light Aviation GoSkydive Skyward Express Skydive Binz Tarco Aircraft Funding Abyssinian Flight Services

Air India contacted the aircraft through the ACARS system to request that it was diverted to Mumbai. The twinjet landed safely just over four hours after departure from Trichy.

During the investigation, the OEM tested the mechanisms and found that the recline system of the seat was not locking in position and could be moved with minimal force due to incorrect adjustment of the cable assembly controlling the recline function.

The report said there were two scenarios for successful recovery, including the “co-pilot rejecting the take-off five seconds after 117kts: the reject manoeuvre was possible with adequate margin. This was also established based on the Boeing performance analysis without the fivesecond delay”. The second recovery scenario involved the “PIC advancing thrust to maximum rated with 2,000ft of runway remaining: take-off with adequate margin was possible. There was no tail strike or excursion from the paved surface”. A third possibility involved the PIC rejecting take-off.

Investigators found the probable cause of the accident was the “delayed take-off due to reduction of take-off thrust N1 from 98% to 77% before reaching V1, inability of both the crew members to monitor the thrust parameters and to take timely corrective action”. The PIC’s seatback recliner mechanism failure was listed as a contributory factor, as was the breakdown of crew co-ordination and loss of situational awareness.

FATALITIES 0 3 0 0 0 0 0 0 0 0 0 1 6 0

LOCATION United States Colombia Canada Canada Greece Guyana Canada Canada Russia United Kingdom Somalia Germany United States Ethiopia

The jet collided with the localiser and airport boundary wall shortly after take-off AIRTEAMIMAGES.COM/ ANDREW HUNT

NOTES Attempted hijacking Crashed into mountains after take-off Flipped on water landing Nosed over on water landing Unable to retract landing gear after take-off Runway excursion Collided with DHC-3T C-GUTW Collided with Cessna 208 C-GIGO Forced landing Nose landing gear collapse Main landing gear collapse Crashed on approach Crashed on approach Forced landing

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Struggling to sell Sud Caravelles prompted Douglas to go it alone and build its own short-haul jet. While the result came up short against the Boeing 737, it sparked years of development that saw Douglas, and its aircraft, grow in size, as Stephen Skinner reveals

ouglas dominated commercial aircraft manufacturing before World War Two, and its DC-3 and DC-4 became the Allies’ go-to transport aircraft during the conflict – as the C-47 and C-54, respectively. Based in Santa Monica, California, the airframer continued to build on past successes with the DC-6 and DC-7.

However, Boeing then stole a march on the Douglas dynasty with the 707 – a 367-80-based jetliner developed in parallel with the KC-135 Stratotanker.

Douglas hit back with the DC-8, but it would have to cover all its costs – estimated at a staggering US$450m – from airliner sales, while Boeing benefitted from military contracts as well as commercial orders.

In the late 1950s, after the success of the Caravelle – a French jetliner that was produced by Sud Aviation and pioneered the rear-mounted engine layout – Douglas was considering a short-haul twin-jet airliner project, especially as Boeing was heavily involved with the larger 727. However,

Stre

D

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short of funds to finance any project, Douglas examined alternative ways to enter the market, by sharing costs.

Joining forces The Caravelle twinjet was selling well in Europe and North Africa, but in the United States had only received an order from United Airlines for 20 IV R models. Sud Aviation and Douglas Aircraft entered into an agreement, with the latter working as sales agent for the Western Hemisphere and, if sufficient orders were obtained, it would produce Caravelles under licence at Long Beach.

It was only right for KLM to order the DC-9, having previously flown all other types in the DC lineage. It later signed for DC-10s and MD-11s RICHARD VANDERVORD

The two manufacturers jointly developed the Caravelle 10A, for which Trans World Airlines (TWA) signed for 20 examples. However, the carrier later cancelled its Caravelle commitment in favour of Boeing 727s.

The Franco-American partnership had achieved remarkably little by the time of its expiration at the end of 1961. So, Douglas decided to go it alone.

Douglas project engineers considered a scaled-back version of the DC-8 but decided that four engines would be uneconomical and settled on a twinjet. A design similar to the Boeing 737 configuration

tching out The Douglas DC-9-20 on its maiden flight.

The 'pocket rocket' was created specifically for SAS Scandinavian Airlines and combined the fuselage of the DC-9-10 and larger wing and more powerful engines of the DC-9-30 TOM SINGFIELD COLLECTION

was evaluated but the engineers selected a rear-engined, ‘T’ tail layout, mimicking the British Aircraft Corporation (BAC) One-Eleven launched in May 1961. The British-built competitor was clearly a strong contender, created by the team whose Viscount had sold well worldwide.

Competition grows On April 8, 1963 Douglas announced it would proceed with the 90-seat

DC-9, despite the type having failed to secure a single order. The rival OneEleven already had commitments from several firms, including Braniff and Mohawk in the US. Douglas was further dismayed when American Airlines selected the British jet just a month later. However, Delta Air Lines opted for the DC-9 and, in a major blow to BAC, Air Canada (then TransCanada Airlines), which had been a major Viscount operator, followed suit.

The first DC-9, N9DC (c/n 45695), was

rolled out at Long Beach on January 12, 1965 – by which time the type had amassed 58 orders from seven airlines.

It took off on its successful maiden sortie six weeks later, on February 25, landing at Edwards Air Force Base, California, where it was based for flight testing. Five aircraft, all in the air

by June, took part in the programme, which was completed so swiftly that FAA certification was achieved two months ahead of schedule on November 23, 1965 – by then, orders

BELOW • Eastern Air Lines received 15 DC-9-10s on lease, as an interim measure, before the Miami-based airline accepted its first DC-9-30s AIRTEAMIMAGES.COM/ THE SAMBA COLLECTION

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Hawaiian Airlines operated a trio of DC-9 variants, comprising the -10, -30 and -50 versions TOM SINGFIELD COLLECTION

had swelled dramatically to 228.

Less than a week later, and with extensive publicity, Delta Air Lines flew the DC-9’s inaugural service from Atlanta to Kansas City, via Memphis.

The airframe, N3305L (c/n 45700), flew seven flights on its first day and, from this auspicious start, Delta became a paragon of DC-9 brand loyalty. Over the next 50 years, the Georgian carrier would operate 177 DC-9s, 120 MD-80s, 65 MD-90s and 88 Boeing 717-200s.

It wasn’t all chocolates and roses for Douglas. Long-time rival Boeing

Saudia operated a trio of DC-9-15s between 1967-72 TOM SINGFIELD COLLECTION

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attempted to steal the limelight by launching its own short-haul twin – the 737. Lufthansa – the launch customer – required a 100-seat aircraft and, to fulfil this requirement, Boeing utilised the larger fuselage size of the 707 and 727, offering three seats either side of the aisle. The wider cabin meant the 737-100 was considerably shorter than the sleek DC-9-10, giving the Seattle-built narrowbody a portly appearance. Clearly, the Boeing would prove stiff competition, but the California-built jet had a

two-year lead. In fact, it would take the 737 almost 20 years to surpass the DC-9’s sales. While the BAC One-Eleven had flown 19 months prior to the DC-9, major problems in its test programme delayed its entry-into-service until April 1965, causing the Bournemouth-built pocket rocket to lose sales.

Getting technical Douglas’s project engineers identified a gap in the market for an aircraft smaller than the Boeing 727 – which

BOTTOM • The merger between Northwest Airlines and Delta Air Lines contributed to the huge number of DC-9 family aircraft operated by the latter carrier AIRTEAMIMAGES.COM/ HAMFIVE Trans Canada Air Lines (later Air Canada) had almost ordered the rival BAC One-Eleven when it opted for the Santa Monica-built short-haul jet RICHARD VANDERVORD

entered service in 1964 – and were strongly influenced by the success of the Caravelle and BAC’s go-ahead of the One-Eleven as a Viscount replacement. These two were both smaller than the 727 and had the then-fashionable, rear-engined, high tailplane configuration. This offered low cabin noise levels, an uncluttered wing for full span large flaps and leading-edge slats and better asymmetric performance in the event of an engine failure.

The DC-9 had a moderately swept

wing of 24° to provide a fair cruising speed and good airfield performance.

The initial variant, the DC-9-10, only had double-slotted trailing-edge flaps and no leading-edge slats – but they were fitted to all subsequent marks.

During finalisation of the DC-9’s design in October 1963, the prototype One-Eleven crashed in a deep stall, killing all crew on board. BAC shared its analysis of the accident with Douglas, which then increased the size of the DC-9’s tail by 20%, added an underwing fence and amended the

shape of the wing leading-edge.

Later DC-9 series had an increase in wingspan of 4ft over the -10’s 89ft 3in.

As later marks became heavier, these were fitted with full-span leading-edge flaps to maintain the type’s airfield performance and to remain competitive with the 737.

Douglas wisely chose a slightly larger fuselage cross-section than BAC. A ‘double-bubble’ section, giving a marginally wider cabin and cargo holds. This gave comfortable three-two-abreast seating throughout.

It was 104ft 4in long and the nose section was identical to the much larger DC-8’s but configured for just two pilots. As with the latter, Douglas designed the fuselage with future stretching in mind and, over the next decade, there were three distinct DC-9 stretched versions developed.

Even a shorter version, a DC-9-5, was briefly examined.

To give the airliner independence of ground services, it had a tail-mounted APU (auxiliary power unit), front passenger door airstairs and most DC-9s had ventral stairs in the tail, copying the Caravelle, 727 and One-Eleven. In addition to overwing exits, there was a jettisonable tail cone, through which passengers could escape in an emergency.

Initial versions of the DC-9 were powered by derated 12,000lb thrust Pratt & Whitney JT8D-5 turbofans.

By comparison, the competing BAC One-Elevens were powered by Rolls-Royce Speys, which were www.key.aero

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lighter and offered a lower cost per seat mile – emphasising the urgent need for Douglas to develop a higher-capacity offering. However, the fact that Douglas chose the larger engine gave it the opportunity to stretch the aircraft quickly.

Douglas built 147 DC-9-10s, including the DC-9-14 and -15 subvariants, which had higher weights and incrementally more powerful engines but were otherwise identical.

Similarly, Douglas’s DC-9-30 family comprised the -30, -31, -32, -33 and -34, which had higher weights and incrementally more powerful engines.

To simplify matters, only the -10 and -30 are referred to here.

The first stretch As it had been intended to develop stretched versions of the DC-9-10 from the earliest design stage, the evolution of the higher-capacity version was

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not long delayed. It was designed for US East Coast and European markets, where range was not an issue.

The stretch involved an insertion of a 14ft 9in fuselage plug, allowing for five more rows of seats – a maximum of 119 passengers – while baggage capacity was increased by 50%.

Other changes included a 4ft larger wingspan, which incorporated a new, sharper leading edge, full-span leading-edge slats and a reshaped wingtip. The leading edge slats and 14,000lb st JT8D-7s meant that not only could the -30 carry more people, it could fly further and airfield performance was unchanged versus that of the smaller -10 variant.

The first series 30 flew on August 1, 1966 and initial services were operated

by Eastern Air Lines six months later.

Eastern was an early operator of the DC-9, receiving 15 -10 models on lease from the manufacturer. Their first -30

Just ten DC-9-20s were built on the request of SAS Scandinavian Airlines.

This example, LN-RLO (c/n 47307), later served with ValuJet in the US RICHARD VANDERVORD

The militarised C-9 Nightingale/Skytrain II was operated by the US Air Force, US Navy and US Marine Corps. Foreign military sales included Italy and Kuwait RICHARD VANDERVORD

flew its maiden service in February 1967. Subsequent orders brought their fleet up to 72 DC-9-30s and these were followed by 25 DC-9-50s, which remained in service until 1990, when the airline ceased operations.

The order from Eastern was significant, because it was the largest airline globally at the time. BAC had the deal virtually sealed, but Douglas had the sense to offer DC-9-10s on short-term lease ahead of the carrier accepting DC-9-30s. This early stretch gave the DC-9 the edge over the One-Eleven as BAC was then unable to offer a stretched variant. Douglas also took full advantage of the wider ‘double-bubble’ fuselage cross-section, by placing the cabin floor lower than in the British jet, providing more room at shoulder height without sacrificing freight capacity.

Soon, Douglas gathered orders from a wide spectrum of carriers, including

Air Canada, Alitalia, Bonanza Air Lines, Continental Airlines, Delta, Eastern, Hawaiian Airlines, KLM, Swissair and TWA, many of which had been courted by BAC while others had come close to signing for the South-Coast-built jet. The DC-9-30 would become the largest-selling DC-9 variant, only overtaken with the advent of the MD-80.

The Kuwait Air Force operated a pair of DC-9s, one of which was destroyed in the first Gulf War RICHARD VANDERVORD

Under new management When Douglas launched the DC-9 programme in 1963, it had a very conservative ten-year sales projection – just 400. Yet, but as 1967 dawned, DC-9 sales had already reached 424.

With its huge domestic market, the DC-9 was far outselling the BAC One-Eleven (its closest competitor), while the Boeing 737 would not enter commercial service for another two years. Unwisely, Douglas priced low and promised early deliveries, in its determination to dominate the market segment. Sales exceeded its resources and its capability to produce.

There were problems in hiring staff, assembly costs spiralled, and serious lags developed in the supply chain.

It was losing US$1.25m on the initial aircraft built. Paying off the US$100m development costs of the DC-9 was also a major concern.

Delays in delivering airframes to Eastern Air Lines, one of Douglas’s largest customers, resulted in litigation. Despite a full order book, DC-8 and DC-9 deliveries were 9-18 months behind schedule, incurring stiff penalties from the airlines.

Scandinavian Airlines operated DC-9s in both passenger and cargo configurations RICHARD VANDERVORD

The Italian Air Force’s 31 Stormo employed a pair of DC-9-32s on presidential transport duties. This example has since been preserved at Volandia air museum near Milan/Malpensa RICHARD VANDERVORD

In light of this, Douglas’s shares fell so sharply that its financial advisers triggered its forced sale to McDonnell Aircraft in January 1967, as the company was believed to be less than a year away from bankruptcy.

Going Dutch (and Swiss) Despite its issues, the airframer maintained loyal customers. On March 26, 1966 KLM celebrated a

European first, as it received the continent’s initial DC-9-10, named City of Amsterdam. KLM was unique, having operated every production DC type, including the rare DC-5.

The arrival of the DC-9 marked KLM’s second step into the Jet Age, following the introduction of the DC-8 six years earlier. The Flying Dutchman configured its jets to seat 65 passengers in Tourist Class and

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Germanair briefly leased a single ex-Swissair DC-9-15, D-AMOR (c/n 45787), from McDonnell Douglas for just three months TOM SINGFIELD COLLECTION

eight in First Class. Within three years, KLM had a fleet comprised almost exclusively of McDonnell Douglas jets, with just a pair of recently inducted Fokker F-27s disrupting the McDonnell Douglas monopoly.

In July 1980, KLM received its 25th DC-9-30, PH-DOB (c/n 48133). This was not only a milestone for the Dutch flag carrier, but also the manufacturer, as the jet was the 1,000th DC-9 to roll off the production line and the final example for the airline. In celebration of this, it was named Santa Monica, after the Californian city where McDonnell Douglas’s factories were located. Nine years later, KLM bade farewell to the last of its Douglas-designed workhorses, after

BOTTOM • Delta Air Lines retired its final DC-9s in 2014, after a 49-year association with the type AIRTEAMIMAGES.COM/HAMFIVE

Swissair was one of Douglas’s most staunch DC-9 supporters, flying four of five variants RICHARD VANDERVORD

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they had transported more than 40 million passengers on more than 700,000 services.

Like KLM, Swissair had long been a loyal Douglas aircraft user and supplemented its DC-8s with five DC-9-10s delivered in 1966-67. These were soon superseded by DC-9-30s.

Its fleet eventually grew to 29 of the stretched version, with an additional example delivered as a freighter.

Swissair became the launch customer for the DC-9-50 and received the first of 12 jets in 1975.

Military service A dedicated aero-medical variant was delivered to the US Air Force (USAF) during the Vietnam War as the C-9A

Nightingale. It had the dimensions of the DC-9-30 paired with the more powerful JT8D-9 engines of the DC-9-40, which produced 14,500lb st each. The Nightingale was the first aircraft dedicated to this role in the USAF. It had a 11ft 4in-wide passenger cabin freight door with a built-in ramp to facilitate the loading of stretchers.

The C-9A could accommodate up to 40 stretchers and 40 walking wounded, medical staff and had a specialised interior. The first of 21 jets was delivered in August 1968 and served until 2003, having been deemed too noisy and fuel-hungry.

Three VC-9C executive transports were delivered to Andrews Air Force Base, near Washington DC in 1975.

The Kuwait Air Force also purchased two VIP DC-9s in 1976, one of which was destroyed when Iraqi forces attacked Kuwait in 1990.

The US Navy followed suit and ordered 27 C-9B Skytrains for passenger/freight carriage, which had the forward freight door of the C-9A but lacked the medical modifications.

British Midland Airways operated a combined 15 DC-9-10s and DC-9-30s, while leasing an additional trio of -10s from Finnair and Southern Airways RICHARD VANDERVORD

The first two were delivered in May 1973. Some 15 were new-builds while the remaining dozen were remanufactured, ex-airline DC-9-30s.

The US Marine Corps (USMC) also received a pair of factory-fresh C-9Bs. All three services have retired their C-9s in favour of Boeing C-40A/B Clippers – based on the Boeing

737-700 – with the USMC the last to withdraw its C-9s, doing so in 2017.

Scandinavian designs Scandinavian Airlines (SAS) had been a prolific operator of Douglas types, ranging from the DC-3 to the DC-10. It first introduced the DC-9 into its fleet with the enlarged DC-9-40 and then

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the ‘hot rod’ DC-9-20, both specially built to its requirements.

SAS had been a Sud Caravelle customer, but the French manufacturer was unsuccessful in its efforts to entice the Scandinavian carrier to sign for the Super Caravelle.

The airline sought a short-range airliner with a greater capacity for busy routes and Douglas stepped in and offered the DC-9-40. The SAS-specific variant was 6ft 4in longer than the -30 and could accommodate two additional rows of seats. The initial series 40 model flew for the first time on November 28, 1967, and, following a speedy certification effort, was placed on European routes with SAS in March 1968. The Scandinavian scheduled service specialist would eventually accept 49 examples, Japan’s TOA Airways (later Japan Air System) was the only other carrier to buy the -40 from new – although, Swissair would later lease four of the high-density jets from SAS. SAS, keen to introduce jets to more challenging airfields in Northern Norway, also requested a smaller version optimised for short-field performance. The result was a mishmash of McDonnell Douglas products; essentially the combining of a DC-9-10 fuselage with the wings and powerplants of a series 30. Though it was a good example of mixing and matching the qualities of different variants, it is unlikely to have been a sensible investment on the manufacturer’s part, as just ten were built. BAC also produced a similar example of their One-Eleven – the 475 – which mustered just ten sales.

Going the extra mile for SAS paid off, with the operator boasting the largest

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DC-9 fleet outside the United States during the 1970s. In addition to its custom-made -20s and -40s, it also flew the -30 in both passenger and freighter configurations, as well as the larger DC-9-50. Its brand loyalty carried through to the MD-80 and MD-90, while its Finnish subsidiary, Blue1, acquired ex-AeBal 717-200s from Boeing Capital Corporation.

Second-hand DC-9s found popularity with South American carriers, including Aeropostal Alas de Venezuela AIRTEAMIMAGES.COM/ IVAN P NESBIT 'THUD'

Longer still With the advent of Boeing’s 130-seat 737-200, McDonnell Douglas hit back with the DC-9-50, which was 14ft 3in longer than the -30, and could accommodate up to 139 passengers.

The only major alteration was the fuselage lengthening, as it used Pratt & Whitney JT8D-15 or -17 engines, as

As with many other Douglas types, the DC-9 has found favour with Everts Air Cargo AIRTEAMIMAGES.COM/ DARREN HOWIE

fitted to earlier models, while the wing was identical to that fitted to the DC-9-30 and -40.

The first -50, N54641 (c/n 47654), took to the skies on December 17, 1974 with a five-hour, ten-minute maiden flight. It was later delivered to launch customer Swissair as HB-ISK, the first of 12 for the airline. Among the other firms operating the -50 were Republic, USAir, Finnair and Hawaiian. Yet Douglas did not even cover its development costs of the DC-9-50, as just 96 were produced.

But that wasn't the end of the DC-9’s development, as the Douglas jet would go on to metamorphose into the MD-80 and MD-90. Don't miss the next issue of Airliner World, as Stephen Skinner continues the story.

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