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 Welcome
H
ello and welcome to your August issue
of Airliner World.
It’s the time of year that many of us
– particularly those in the northern
hemisphere – dust off our suitcases and
escape the humdrum for a week or two. More often
than not, a quintessential family holiday begins just
after dawn at the local airport, bleary-eyed and already
two arguments in, with a feverish sense of expectation
in the air. From Alicante to Zante, the departure board
comprises variations of the same winning formula:
tens of millions of us (myself included) to sun-kissed
Mediterranean resorts before its rather messy demise
in October 2017. Other highlights in this issue include
an exclusive interview with the Aer Lingus captain who The Team
operated the first record-breaking charter from Dublin
to Beijing, as well as a special flight report of the final Gordon Smith
Group Editor,
Delta Air Lines MD-88 service – a surreal if not sobering Commercial Aviation
experience given the ongoing coronavirus restrictions.
Martin Needham
Before the jetsetting begins, a short note to say thank Assistant Editor
you to everyone who has taken the time to get in touch Thomas Lee
with us over the past couple of months. We’ve been Assistant Editor

near-guaranteed sunshine, friendly locals and gallons overwhelmed by the feedback to our recent editions, Carol Randall
Associate Editor,
of cheap local booze to (temporarily) wash away any all of which have been produced remotely, far from Commercial Aviation
worries. Alas, summer 2020 is destined to be like no the comforts of our usual Key Towers home. While the Thomas Haynes
other. High season for many airlines has been replaced aviation industry is in serious trouble, these are also Digital Reporter
by high noon, as unusual bedfellows including Ryanair, painful times for the publishing world – as such, we’ve Andy O’Neil
Designer
easyJet and British Airways head to the courts to fight been asked by some readers how they can help out.
the British government’s 14-day quarantine regulations My answer is simple: keep doing what you’re doing – Andy Mason
Advertising Manager
for inbound international travellers. Irrespective of the continue to buy the magazine and, if you are able to,
Rebecca Antoniades
outcome of that specific legal battle, the wider consensus take out a subscription. Not only will you receive Airliner Ad Production/Design
is that for many carriers – both in the UK and overseas World direct to your door, you’ll also make a saving on the
– the critical summer peak is already cover price and receive exclusive access to
proving to be a washout of biblical premium features on Key.Aero. Packages
proportions. for UK readers start at just £12.50 including
Amid the extreme uncertainty, the free delivery. For full details of our special
Airliner World team is here to bring you a promotions, check out pages 40-41 for UK
welcome dose of vitamin D in the form readers and page 49 for those overseas.
of our summer holiday special. Kicking
off on page 50, we’ve 25 pages of Wherever you are in the world, I hope
features from sunnier climes, including you enjoy your August edition.
a dispatch from the Bahamas and rare
archive photography charting Menorca’s Gordon Smith THIS PHOTO: Finnair Airbus
aviation heydays. We also have a Group Editor A319, OH-LVK (c/n 2124),
prepares to depart
fascinating retrospective reflecting on
Skiathos at the start of a
the history of Monarch Airlines, a carrier return sector to Helsinki.
that safely and efficiently shuttled AIRTEAMIMAGES.COM/
MARKUS MAINKA

www.key.aero 3
 this
06 Global News
Airliner World’s comprehensive coverage of global news,
including the UK’s 14-day quarantine implementation,
Congo Airways’ E190-E2 order, VivaAerobus’s maiden
A321neo, ZIPAIR Tokyo’s freight-only debut and Delta Air
Lines’ retiring of the venerable ‘Mad Dog’.

month
22 The Great Storage
Challenge
Tom Batchelor explores the technical headaches facing
firms who have been storing aircraft around the world.

28 Dublin to Beijing…
Five Times Daily
Airliner World’s Gordon Smith speaks with one of Aer
Lingus' most senior captains about the extraordinary
team effort needed to operate dozens of emergency
PPE charter flights to and from China.

36 Branding the Skies

British Airways’ famous 1980s livery is one of many
iconic Landor-designed liveries, as Peter Knapp, its
chairman and global creative officer, explains.

42 Aircraft Pit Stop

Tyres, brakes and wheels are among the most critical
components on an aircraft and demand specialised
maintenance to mitigate the stresses of flight, as
Ian Harbison discovers.

53 Bahamian Rhapsody
Bernd Sturm goes island-hopping in the Bahamas and
discovers rare aircraft still in daily scheduled service.

62 Postcard from Menorca

With lockdown having put paid to their family’s annual
trip to Menorca, Andrew and Melvyn Morley share a
selection of archive images from the Spanish island.

88
64 Monarch: Sun and Reign
Much missed by enthusiasts and holidaymakers alike,
Monarch Airlines was a staple of the UK airline scene
for five decades, as Charles Woodley explains.

72 Last of the Gang

Dirk Grothe shares images of Palma de Mallorca’s former
Spantax Convair CV-990 Coronado, in storage at the
FAREWELL
TO THE
airport since the late 1980s.

76 Deliveries
MAD DOG
The latest commercial acquisitions.

78 MRO News
Updates from maintenance, repair and overhaul
providers around the world.
Delta’s final flight on the

80 Historic Aviation
News from the world of preservation.
McDonnell Douglas MD-88

82 Aviation Training SUBSCRIBE 72

AND SAVE
A round-up of recent developments. Plus, we get a
first-hand perspective from a trainee airline pilot on how
COVID-19 has affected his training in New Zealand.

84 Departure Gate
A special selection of readers’ comments relating to the
A subscription to
status of the Airbus A380.

86 Air Safety
Up-to-date accident reports and crash information.
offers great savings on
88 Farewell to the ‘Mad Dog’
Chris Sloan secures a highly sought-after seat on Delta’s
cover price.
final flight on the 1980s workhorse. See pages 40-41 for details
 64

36

42

28 53
 News Review • Europe
News
Review
AIRLINER WORLD’S COMPREHENSIVE COVERAGE OF WORLDWIDE NEWS
ON JUNE 8, the 14-day quarantine
measure went live for all travellers
inbound to the United Kingdom.
The move was confirmed by the
country’s home secretary, Priti Patel,
at a Downing Street press briefing
on May 22. Speaking in the House
of Commons on the same day, Patel
stated that the nation is “now more
vulnerable to infections being brought
in from abroad”.
All arriving passengers – by air, rail
and sea – are subjected to filling out a
“contact locator form” or face a £100
fine. Anyone breaching the quarantine
Wizz Welcomes First A320neo
HUNGARIAN LOW-COST carrier, Wizz
Air has taken delivery of its first new
Airbus A320neo. The jet, HA-LJA (c/n
9586), is the airline’s 122nd aircraft
made by the European manufacturer.
According to the operator, the
narrowbody – which is powered
by two Pratt & Whitney PW1100G
turbofan engines – offers a 50%
reduction in noise footprint and a 20%
decrease in fuel consumption, when
6 AIRLINER WORLD AUGUST 2020
rules could face a charge up to £1,000.
Unsurprisingly, the move generated
significant turmoil at all levels of the
aviation industry, which stated the
rules could impact the sector’s ability
to recover from the COVID-19 crisis.
Karen Dee, chief executive of the
Airport Operators Association,
argued: “We are disappointed that the
government is pressing ahead with
the blanket, untargeted quarantine
proposals, as these will have a
devastating impact on the aviation
sector and the parts of the wider
economy which rely heavily on the
compared with previous generation
A320ceo variants.
József Váradi, chief executive officer
of Wizz Air, said: “We are delighted
to add another ultra-modern aircraft
type to our ever-growing fleet. This
new [A320neo] is a true symbol of our
ULCC business model by delivering
significant cost advantages as well as
further lowering Wizz Air’s emissions.”
The all-Airbus operator currently
UK Passenger
Quarantine
Comes Online
connectivity we provide, putting jobs
at risk as the country attempts to
recover from the COVID-19 crisis.”
A Ryanair spokesperson called the
plans “ineffective” and “completely
useless”, saying they will have “no
effect on British passengers who will
largely ignore it”.
Willie Walsh, the boss of British
Airways’ parent company, IAG
said that implementing such a
policy would “definitely make [the
situation] worse” after the flag carrier
previously announced plans for a
“meaningful return to service in July”.
holds an aircraft portfolio comprising
72 A320ceos, a single A320neo,
41 A321ceos and eight A321neos.
In total, the carrier has 269 neo
examples on order with the
manufacturer, including 20 A321XLRs
(Xtra Long Range).
Wizz’s average fleet age is 5.6 years,
the youngest set of aircraft operated
among low-cost carriers with at least
100 airframes. (Photo Wizz Air)
Patel said the isolation rules would
come into force in England only and
that it would be up to the devolved
administrations – Scotland, Wales and
Northern Ireland – to set their own
regulations.
It was confirmed by the government
that following the first day of the
move, nearly all travellers were
compliant with the rules.
On June 12, British Airways, easyJet
and Ryanair jointly launched legal
action against the government over its
“flawed” quarantine measures.
(Photo Heathrow Airports Limited)
airBaltic
Sets its Sights
on Summer
AFTER RECEIVING all the necessary
permissions, airBaltic is planning
to resume direct services from its
Riga hub to nine summer leisure
destinations earlier than it originally
planned. Prior to this, the Latvian
firm was operating flights to capital
cities only.
Martin Gauss, CEO of airBaltic, said:
“Many European countries will again
open their borders for tourists. People
are resuming to plan their summer
vacations or just a short break after a
long time of not being able to travel.
Therefore, we open some of the
popular summer destinations earlier
than planned.”
The flag carrier is expected to restart
operations to Dubrovnik, Rijeka and
Split in Croatia, Barcelona in Spain,
Nice in France, Larnaca in Cyprus as
well as Rome, Catania and Milan in
Italy, by July 7.
Gauss added: “All passengers on
board of airBaltic aircraft are provided
with a complimentary basic care kit
consisting of a protective face mask
and disinfection wipes.”

Virgin Reveals Return Plans
CRAWLEY-BASED VIRGIN Atlantic has
announced plans to restart fare-paying
passenger flights from mid-July. The
firm is scheduled to reconnect London/
Heathrow with Hong Kong on July 20,
while New York/JFK and Los Angeles are
expected to follow the next day.
Meanwhile, it has also confirmed it
will resume operations to 17 global
destinations from August, including
Atlanta, Barbados, Lagos, Miami, San
Francisco, Shanghai and Tel Aviv. All
Virgin operations from Heathrow will
temporarily be handled from Terminal 2
until demand warrants the reopening of
its usual home at Terminal 3.
Juha Jarvinen, chief commercial
officer at Virgin Atlantic, said: “As
European Air Traffic
Starts to Gather Pace
FLIGHTS WITHIN Europe have slowly
risen to more than 6,000 per day for
the first time since March 24, showing
the recovery in air travel across the
continent is beginning to take shape.
Data from EUROCONTROL reveals
that on June 2, traffic levels increased
above the 6,000 mark and stayed
there for four days in a row. By the
end of that week, numbers stood at
6,727 individual movements.
In the first week of June, the number
of operations across Europe was
up by 675 on average per day, in
First Iberia Express A321neo
Possibly a metaphor for the current COVID-19 crisis, the skies above Hamburg provided a gloomy backdrop to what was the maiden flight for
Iberia Express' first Airbus A321neo. The CFM International LEAP-1A-powered narrowbody – which is set to be registered EC-NGP (c/n 9478) –
took off from the manufacturer’s Finkenwerder facility on June 9 and flew for just over two hours. V1IMAGES.COM/DIRK GROTHE
countries around the world begin to
relax travel restrictions, we look forward
to welcoming our customers back on
board and flying them safely to many
destinations across our network. [The
airline is] monitoring external conditions
extremely closely, in particular the travel
restrictions many countries have in place,
including the 14-day quarantine policy for
travellers entering the UK.”
When Virgin restarts services, it plans to
offer customers health packs containing
medical grade masks, surface wipes and
hand gel. In the short-term, it will also be
offering a simplified hot food service on
board to minimise contact between the
crew and fellow travellers.
Until passenger rotations begin, Virgin
comparison to the week before
– an increase of 13%.
Eamonn Brennan, director
general of EUROCONTROL, said:
“Announcements by a large number
of European countries about the
opening of the internal Schengen
borders by mid-June followed by
wider openings in early July have
given confidence to airlines to
operate throughout the network and
to passengers to book flights.
“The focus must now be on
supporting this return to growth
News Review • Europe
has confirmed that it will continue to
operate cargo-only links. The company
has been working with the UK’s
Department of Health and the National
Health Service (NHS) to bring 44 million
items of personal protection equipment
from China. Currently, the carrier deploys
aircraft on approximately 17 cargo
charters per week to and from China.
During the pandemic, Virgin has been
hit hard financially. From late April,
bosses at the company have scrambled
to find £500m in private capital, which
the UK Government set as a condition
before it would release any state aid.
As we went to press, talks were ongoing
with private investors. (Photo Wikimedia
Commons/Nathan Coates)
with co-ordinated and consistent
measures across Europe, which
according to our analysis could allow
us to return to 80% of expected traffic
by the end of the year.”
EUROCONTROL reported that if
operational procedures and national
restrictions were fully managed
across the region, 32% and 50%
of flights could resume by July and
August respectively. It warns that
if measures to battle COVID-19 are
badly organised, these numbers
could be much lower.
in brief
Start-up HiSky Moldova has announced
it has signed a long-term lease
agreement with Air Lease Corporation
(ALC) for one used Airbus A320ceo. The
narrowbody, identified by the carrier as
OE-IEV (c/n 4493), has previously flown
with Scoot and Tigerair. Iulian Scorpan,
HiSky’s chief executive officer, said:
“This [jet] is scheduled to be delivered
in July and will be [our] first aircraft. It
will provide the best standards of safety
and premier comfort to our passengers.”
British charter airline, Titan Airways
has ended Boeing 767 operations after
its only example was returned to the
lessor in late May. The 17-year-old
widebody, G-POWD (c/n 30847), had
been used by the Stansted-based carrier
from December 2009. Powered by two
General Electric CF6 engines, the aircraft
was set up to seat 265 passengers
in a single-class configuration.
(Photo Wikimedia Commons/Aero Icarus)
As lockdown restrictions begin to
be eased across the United Kingdom,
Glasgow-based Loganair has restored
a number of key air routes to support
the reopening of business following the
COVID-19 pandemic. The airline has
started flying to Southampton, the Isle of
Man, Newcastle and Manchester up to six
times a week and Birmingham and Bristol
four times each week.
The carrier has implemented several
measures to improve safety to
passengers, including self-scan gates,
automatic seat allocation to ensure
social distancing and enhanced aircraft
cleaning.
Two grounded British Airways
Boeing 777-200s have had seats and
interiors removed so they can operate
as freighters. The pair, G-YMMK (c/n
30312) and G-YMMG (c/n 30308), were
both being stored at Cardiff Airport,
where the conversion were undertaken.
John Cheetham, chief commercial officer
at IAG Cargo, commented: “We’ve been
pleased to boost the cargo capacity of
these aircraft, supporting our customers,
including the NHS, to transport more
critical supplies. With their seats
removed these [Boeing] 777s now have
an additional 100m³ [3,531ft³] of space
available for essential cargo.”
German airline giant Lufthansa is
significantly increasing its services over
the course of the next few months.
The flag carrier will fly more than 100 times
a week to destinations in North America
via its hubs in Frankfurt and Munich.
Around 90 flights are also planned to Asia
– more than 20 to the Middle East and
25 to Africa – per week from September.
Meanwhile, Lufthansa is expected to offer
1,800 weekly connections on both the
short- and medium-haul rotations from
September onwards, accounting for 90%
of pre-COVID-19 capacity.
www.key.aero 7
 News Review • Europe
New Airline, New Paint Job
The maiden jet for Romanian start-up Animawings was revealed at East Midlands Airport on June 4. The former Aegean Airbus A320ceo, SX-DGI (c/n 3162), has yet to be put on the
Romanian register. The IAE V2500-powered aircraft will initially fill the backbone of the new charter airline to destinations across southern Europe and the Middle East. On its website,
management of Animawings indicated they have high hopes for the future, stating: “We have the ambition to become [Romania’s] leading airline.” AIRTEAMIMAGES.COM/DAVE STURGES
Hampshire Headway
for Eastern
EASTERN AIRWAYS restarted
operations at Southampton Airport
on June 22 following the grounding
associated from the COVID-19
pandemic. The Humberside-based
carrier is expected to relaunch an
initial daily weekday service to
Belfast/City, Manchester, Newcastle
and Aberdeen followed by a further
increase in destinations at later dates.
Roger Hage, Eastern Airways’
general manager commercial and
operations, commented that the
links will have a “carefully considered
initial frequency” keeping the major
UK regions connected and helping to
restore the economic prosperity.
“We will continue to increase
frequency including the return of
weekend services as demand returns
along with adding new routes to our
network. All services will ensure the
safest procedures for our customer
care are offered in conjunction with
our airport partners,” he said.
Leeds/Bradford and Teesside are
expected to be added from June 29
8 AIRLINER WORLD AUGUST 2020
and Dublin in late July. Management
at the airline said the frequencies
of services will be adjusted to meet
demand throughout the months of
July, August and September.
While domestic routes are
unaffected by the UK’s 14-day
quarantine, Eastern and Southampton
remain committed to providing a
healthy environment for travellers
with deep-cleaning programmes
implemented on board the aircraft
and within the terminal.
Before the onset of coronavirus,
Eastern had initially moved in to
fill the large void at the Hampshire
facility owing to the loss of its biggest
resident Flybe – and its key routes –
in March of this year.
Eastern, now an independent
operator once again following
the termination of its franchise
partnership with Flybe, was founded
in 1997 and provides a network
of routes from more than 15 UK
gateways. (Photo Flickr Commons/
Transport Pixels)
Norwegian Eyes
UK Resumption
OSLO-BASED NORWEGIAN Air was set
to resume short-haul UK operations on
July 1, as we went to press. London/
Gatwick is due to be connected with
Oslo/Gardermoen and Copenhagen at
seven- and six-times-weekly intervals
respectively, while Edinburgh is set
to be linked to both Scandinavian
capitals twice-weekly.
Norwegian Air CEO Jacob Schram
commented: “Feedback from our
customers has shown that they are
keen to get back in the air and resume
their travels with Norwegian beyond
the current domestic services that we
have been operating. Norwegian is
returning to European skies with the
reintroduction of more aircraft to serve
our key destinations, which will
ensure that we remain in line with
competing carriers.”
Stewart Wingate, Gatwick CEO, added:
“The restart of regular Norwegian
services from Gatwick is very welcome
news and reflects the strength of the
relationship and success the airline
has had at [the West Sussex facility] in
recent years, as well as the fact that
consumer demand is picking up as
more people want to start flying again.”
Since April, the low-cost carrier has
operated just eight Boeing 737-
800s across its Norwegian domestic
services as it dealt with the impact
of the coronavirus. As the carrier
resumes more flights it has stated
that “[a further] 12 aircraft will re-join
the fleet.” Bosses at Norwegian have
also outlined intentions to fly to 76
destinations across Europe in July,
which include both holiday hotspots
and “key European cities.”
In line with most global carriers,
Norwegian has implemented a
series of health and safety measures
to combat the spread of COVID-19.
Mandatory procedures include all
passengers above the age of six
being required to wear facemasks.
Customers will also be seated as far
apart as possible and there will be
no inflight catering.
While its short-haul network
slowly recovers, there has been no
announcement regarding its
long-haul operations. Before COVID-
19, Norwegian fielded a widebody
fleet of 37 787 Dreamliners (eight -8s
and 29 -9s) across its subsidiaries.
(Photo Simon Wright/Norwegian)
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Michael McLaren, QC
The Challenge of Improving Air Service to Downstate Illinois
Joseph P. Schwieterman
Unintended Consequences of Automation: Are Pilots Losing their Edge?
Brandon A. Bordenkircher
Accidents Caused by a Collision Between Drones and Manned Aircraft
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News Review • CIS
Domestic Links Delayed
AEROFLOT HAS postponed the launch
of three new domestic routes from
its Moscow/Sheremetyevo hub by
more than a month. Services to Orsk
(southern Russia on the border with
Kazakhstan), Penza (western Russia)
and Ulan-Ude (southeastern Russia
near the border with Mongolia) were
slated to begin on June 1. However as
Airliner World went to press this had
FlyArystan
Expands Network
LOW-COST CARRIER FlyArystan
intends to open a new base at Atyrau
in western Kazakhstan from July
15. The Air Astana subsidiary will
connect the city with nine domestic
destinations: Aktau (daily), Aktobe,
Shymkent (both four-times weekly),
Karaganda, Uralsk (both three-times
weekly), Almaty, Kostanay, Kyzylorda
and Nur-Sultan (all twice-weekly).
Janar Jailauova, commercial
director of FlyArystan, said: “Atyrau
is one of the most developed
industrial regions in Kazakhstan,
and has great potential for the
development of domestic aviation.
The airline is ready to increase
capacity by basing aircraft in Atyrau
10 AIRLINER WORLD AUGUST 2020
been changed to July 1. The Russian
flag carrier is set to deploy Sukhoi
SuperJet SSJ100s on the
daily services to Orsk and Penza
– both routes were last operated
between 1993 and 1995. For its daily
link to Ulan-Ude, a Boeing 737-800
will be rostered on the 2,748-mile
(4,424km) flight.
The carrier’s international network
and expand the route network.”
The Almaty-based carrier resumed
operations on May 12 after the
Kazakhstan government lifted a state
of emergency caused by COVID-19.
It has already reported strong
load factors of 91% from ten routes
since restarting.
FlyArystan has six Airbus A320ceos
inherited from parent company Air
Astana. They comprise: P4-KBA (c/n
5401), P4-KBB (c/n 5613), P4-KBC (c/n
5734), P4-KBD (c/n 5870), P4-KBE (c/n
5968) and P4-KBF (c/n 6037). It aims
to have at least 15 jets by next year,
subject to demand and production
delays associated with the pandemic.
(Photo FlyArystan)
remains limited, as the country
deals with the ongoing effects of
coronavirus. At the time of going
to press, it operates just seven
links – all single-weekly – abroad
to: Belgrade (Airbus A320ceos),
Frankfurt (777-300ERs),
London/Heathrow (A330-200s), New
York/John F Kennedy (777-300ERs),
Paris/Charles de Gaulle (A321ceos),
S7 Airlines
Growth Strategy
S7 AIRLINES has outlined a
strategy to reinstate all its domestic
services across Russia by the end
of June. During 2019, the Moscow/
Domodedovo-based firm had a
domestic network that spanned
more than 124 cities.
According to Routesonline, bosses
at S7 anticipate a “market recovery”
with passenger demand exceeding
50% compared with May’s figures.
Hopes are high across the Russian
aviation sector that domestic tourism
will pick up again from July 1, once
the government gives the go-ahead.
The carrier also announced its
intention to start multiple new
connections in the coming months
despite a general downward trend
caused by the pandemic. Its base at
Prague (A320ceos) and
Seoul/Incheon (A330-300s).
Prior to the global outbreak,
Aeroflot had a route network of 149
destinations within 53 countries.
Last year it carried 37.2 million
passengers – rising to 60.7 million
including subsidiaries – using
a fleet of 242 aircraft.
(Photo Flickr Commons/byeangel)
Irkutsk (southeast Russia) was due
to be linked with Sochi (on the Black
Sea) and Simferopol (Crimea) as
Airliner World went to press.
Data from Russia’s Federal Agency
for Air Transport (Rosaviatsiya) has
ranked S7 as the biggest carrier by
passenger numbers in April and May
at 214,000 and 281,000 respectively.
The Russian operator was
founded in May 1992 and is now
the country’s biggest privately
owned airline. Its 103-strong fleet
consists of 12 Airbus A319ceos, 18
A320ceos, 22 A320neos, seven
A321ceos, four A321neos, 21
Boeing 737-800s, a pair of
MAX 8s and 17 Embraer E170s.
(Photo Flickr Commons/
Anna Zverev)
 Civil Aircraft Markings 2020
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News Review • Africa/Middle East
TAAG Qatar Airways Flying Stats Revealed
Turboprop
Introduction
FLAG CARRIER TAAG Linhas Aéreas
de Angola (TAAG Angola Airlines) is
due to receive its first De Havilland
Canada Dash 8-400 shortly. The
new-built turboprop, D2-TFA (c/n
4616), will be leased from Chorus
Aviation. The Pratt & Whitney
PW150-powered aircraft is the first of
six set to enter service with the airline
after it placed an order in March 2019.
Speaking at the time, TAAG
chairman Rui Carreira commented: THE INTERNATIONAL Air Transport and our cargo customers to continue international services, including
“[We are] looking to the future of our Association (IATA) has confirmed that transporting their goods to where Bangkok, Barcelona, Islamabad,
fleet and the market opportunities Qatar Airways accumulated 1.3bn they need to be. An unprecedented Karachi, Lahore, Peshawar, Singapore
where the Dash 8-400 aircraft will revenue passenger kilometres during challenge needs an unprecedented and Vienna. In addition, the airline
be an important part of our growth April. This statistic meant the Qatari response and Qatar Airways revealed frequencies to Dublin, Milan/
strategy. The acquisition of these flag carrier held a 17.8% share of the [provided] repatriation options to Malpensa and Rome/Fiumicino are to
new [turboprops] is important world market. For its cargo arm, Qatar [those] stranded [customers]. become daily.
to support a stronger domestic Airways Cargo, amassed 900 million “Our network never fell below 30 As of June, Qatar has a fleet of 234
network and support our regional cargo tonne kilometres, giving the firm destinations and we have recently jets: a pair of Airbus A319ceos, 29
and international network.” a 7.2% share globally in this sector. begun to regrow our global network A320ceos, four A321ceos, 23 A330s
The introduction of the Akbar Al Baker, Qatar Airways Group with over 170 weekly flights to more (six -200s, five -200Fs and 12 -300s),
Canadian-built type will be the first chief executive, said: “I welcome than 40 destinations and plan to 49 A350s (34 -900s and 15 -1000s),
non-jet aircraft in the fleet. Prior to these independent statistics from resume over half of our previous ten A380-800s, two Boeing 747-
the COVID-19 outbreak, it operated IATA which clearly show our airline’s destinations by the end of the 8Fs, 78 777s (nine -200s, 21 -200Fs
five Boeing 737-700s and eight resilience during this crisis and [our] summer season.” and 48 -300s) and 37 Dreamliners
Boeing 777s comprising a trio of commitment to our passengers to At the start of June, the Gulf carrier (30 -8s and seven -9s). (Photo Flickr
-200ERs and five -300ERs. reunite them with their loved ones, continued to restart numerous Commons/Oliver Holzbauer)

Angola Embraer Debut

The first aircraft for African start-up Fly AO Angola was spotted at Maastricht in the Netherlands on June 3. The Embraer ERJ145, D2-DFD (c/n
145221), is expected to join the Luanda-based firm soon. The 50-seat Rolls-Royce AE 3007-powered jet was delivered to US regional carrier
Chautauqua Airlines in January 2000. Since then it has had stints with Aeroméxico Connect and Shuttle America before finding its way to
Angola with previous operator AeroJet. AIRTEAMIMAGES.COM/JAN SEVERIJNS

Astral Advances Freighter Links

DURING MAY and June,
Nairobi-based Astral Aviation
increased its cargo network across
Africa. The Kenyan company added
new services to Lilongwe (Malawi),
Lusaka (Zambia) and Kismayo and
Bosaso in Somalia.
It now has 13 destinations on its
route map, including Mozambique,
South Africa and South Sudan.
The freighter firm operates four
aircraft. A pair of Boeing 747-400Fs
on lease from Air Atlanta Icelandic,
TF-AMM (c/n 25700) and TF-AMU (c/n
27603), are deployed to Doncaster/
Sheffield Airport and Liege, Belgium
on behalf of Network Airline Services
carrying perishable goods. Its two
McDonnell Douglas DC-9Fs, 5Y-SAN
(c/n 47706) and 5Y-UAE (c/n 47707),
are used on intra-African links. Both
DC-9Fs are 44 years old and were
delivered to Spanish carrier Aviaco in
May and June 1976, respectively.
In addition, Astral has operated
special charter rotations to aid the
coronavirus fight by transporting
life-saving personal protection
equipment (PPE). According to
charter manager Anthony Mwangi,
the carrier has “provided a lifeline
for air cargo imports into [African]
regions, which have been cut off
from the rest of the world”.
(Photo AirTeamImages.com/
Alex Filippopoulos)

12 AIRLINER WORLD AUGUST 2020


CONGO AIRWAYS is to acquire
a pair of Embraer
E190-E2s after converting
an original December
2019 firm order for two
current-gen E175s. The
latest agreement – worth US$256m
at list prices – allows Congo the
option on purchase rights for two
more. The E2s are scheduled for
delivery in the second quarter
of 2022 and are expected to be
configured in a two-class layout
featuring 12 business and
84 economy seats.
Desire Bantu, CEO of Congo Airways,
commented: “These new jets will be
replacing our legacy turboprops
Comair Eyes Financial Aid
TROUBLED SOUTH African operator
Comair has said it may remain
grounded until November unless
it can acquire “a substantial cash
injection”, according to its business
rescue practitioners. The financial
aid has been requested for an earlier
restart in operations to cover fuel
suppliers and other costs.
Nevertheless, talks are ongoing
with funders to help “recapitalise”
the airline to resume some domestic
flights by November 1.
MEA Joins the A321neo Club
Middle East Airlines’ initial Airbus A321neo was photographed at Hamburg/Finkenwerder on June 12. The Pratt & Whitney
PW1100G-powered aircraft, T7-ME1 (c/n 9427), is the first of an eventual 15 of the type – four of these are set to be the -XLR
variant – due to join the Lebanese flag carrier. The second A321neo for MEA, T7-ME2 (c/n 9458), is nearing completion.
AIRTEAMIMAGES.COM/MATHIAS DUEBER
News Review • Africa/Middle East
Latest E2
Customer
Confirmed
[De Havilland
Canada Dash 8-400s] and
will allow us to extend our
operations within the Democratic
Republic of Congo, and regionally
to West, Central and Southern
Africa. Despite the current difficult
circumstances, the fundamentals of
our market have not changed, so we
expect the momentum we’ve seen in
the past to redevelop.
“I said in December that we may
need to make an additional order
for E2s due to the agility required
to adapt to market change. We
have now reached that point. As
we prepare for future success, we
will have the flexibility, and the right
The Johannesburg/O R Tambo-based
firm has also cut its fleet to reduce
the cash burn associated with the
downturn in demand following the
coronavirus pandemic.
It’s understood that it will scale down
its 27-strong fleet to 13 Boeing
737-800s and a trio of spare
737-400s. Meanwhile, it has outlined
that creditors would be paid
through the sale of non-core assets,
equity/capital raised and the issuing
of shares.
sized, most efficient aircraft to serve
our customers as the market returns.”
Raul Villaron, vice president sales,
Africa and Middle East, Embraer
Commercial Aviation, added: “It’s great
to welcome another airline to the E2
and the Embraer family of operators,
especially in Africa where demand
for regional travel had been growing
strongly before the current crisis.
Africa has long been a market with low
frequencies and long thin routes.”
Following the commitment, Congo
has become the second African
operator to order the E2 following
Nigeria’s Air Peace last year for the
larger E195-E2.
(Photo Embraer)
According to Shaun Collyer, one of
the business rescue practitioners,
Comair’s staff have been placed on
unpaid leave as it continues with
“retrenchment proceedings”.
The airline entered business rescue
on May 5 in a move to “safeguard
the interests of the company and its
stakeholders.” Comair posted a 564m
Rand (£26.3m) loss for the first half
of 2020. Bosses at the company had
already implemented a turnaround
plan before the onset of COVID-19.
in brief
Dubai-based Emirates retired its first
Airbus A380-800 in mid-June. The
super jumbo, A6-EDB (c/n 013), was the
second-oldest of the type in the 115-strong
fleet after being delivered to the airline
in October 2008. Due to the coronavirus
crisis, this example had remained grounded
at Dubai/International since February 23.
It’s unknown what the aircraft's fate will
be, but options include selling the jet to
another airline or parting it out for spares
for Emirates’ remaining A380s.
The entire Airbus A340 fleet of South
African Airways was returned to their
lessors in mid-June. The widebodies
comprise four -300s – ZS-SXD (c/n 643),
ZS-SXE (c/n 646), ZS-SXF (c/n 651) and
ZS-SXG (c/n 378) – and four -600s –
ZS-SNC (c/n 426), ZS-SND (c/n 531), ZS-SNF
(c/n 547) and ZS-SNG (c/n 557). Last year,
the Johannesburg/O R Tambo-based
firm leased in more fuel-efficient A350-
900s from Air Mauritius. Its poor financial
situation, combined with the impact of the
coronavirus crisis, meant the A340s had
to be retired sooner than initially planned.
Abu Dhabi-based Etihad Airways
flew to Costa Rica for the first time on
June 13. The company’s Boeing 787-9,
A6-BLL (c/n 39656), landed in San José/
Juan Santamaría via Santo Domingo in
the Dominican Republic. The Dreamliner
transported stranded citizens home
from the Middle East on the 8,761-mile
(14,100km) link while simultaneously
bringing humanitarian goods to combat
COVID-19. Upon arrival, the widebody
was met by government officials along
with staff from the UAE Embassy.
(Photo Etihad Aviation Group)
The thrice weekly Lisbon service to
be operated by Linhas Aéreas de
Moçambique (LAM Mozambique) has
been pushed back to an unspecified
date in Q3, due to a combination of
global restrictions and lack of demand.
According to Routesonline, the launch
was initially scheduled for March 31,
before being changed to June 2 and
be operated by a leased Airbus A330-
200. LAM fields four single-aisle
jets which comprise a pair of Boeing
737-700s, C9-BAQ (c/n 33792) and
C9-BAR (c/n 30674), and two Embraer
E190s, C9-EMA (c/n 19000301) and
C9-EMB (c/n 19000309).
Gulf Air returned to Pakistan on May
31 after it landed in the northern city of
Islamabad. The three-hour link operated
by Boeing 787-9s is the first destination to
resume following the suspension of flights
on March 21. Pakistan’s Civil Aviation
Authority has stipulated that the flights
can only transport passengers out of the
country. As we go to press, six other routes
to Lahore, Karachi, Faisalabad, Multan,
Sialkot and Peshawar are set to restart.
www.key.aero 13
News Review • Americas
Riding the Crest of a
Mexican Wave
MEXICAN CARRIER VivaAerobus’
first Airbus A321neo was spotted
at Hamburg/Finkenwerder on June
15 after its maiden flight. The Pratt
& Whitney PW-1100G-powered jet,
XA-VBA (c/n 9487), is the initial order
from 41 of the type. The airline placed
orders for the A321neo in 2018 when
it firmed 25 in addition to converting
16 up from the smaller A320neo.
Once delivered, it will join 19 of the
re-engined A320s already in service.
Merger Pushed Back
AIR CANADA’S purchase of tour
operator Transat AT, which owns Air
Transat, has been pushed back into
the fourth quarter of this year due to
“certain factors beyond its control and
related to the COVID-19 pandemic”.
The C$720m (£421m) buyout was
approved by shareholders in August
last year and remains subject to
regulatory approval in Canada and
the European Union. A decision by
the European Commission to open an
in-depth investigation into the purchase
is believed to have prevented the deal
being concluded for the time being. In a
statement, the Commission confirmed
it was “concerned” that the deal could
“reduce competition in the passenger
air transport services between the
European Economic Area and Canada”.
According to a statement from Transat
AT, the review is a “normal process”
to examine the impact of mergers and
“is currently being complicated by the
COVID 19 [crisis]”.
14 AIRLINER WORLD AUGUST 2020
Meanwhile, on June 15 the firm’s
holding company confirmed a 21%
increase in operating revenue for the
first quarter of 2020 prior to COVID-19.
More than 51% of revenue was achieved
through fares while the remaining 49%
came from ancillary sources.
Bosses at the ultra low-cost firm
stated that passenger loads in
January and February stood at 2.8
million – up 18.4% over 2019 – with
an average load factor of 85%.
Despite this, the corporation said
it “remains firmly committed to
completing the transaction with Air
Canada”. The company stated the
“complete transformation” of the
industry due to the pandemic could
impact its ability to reach an agreement
with regulatory authorities regarding
appropriate concessions aimed at
obtaining the necessary approvals.
It warned that the crisis could force
it to take certain measures to secure
additional financing that would put it in
breach of the agreement it has already
signed with Air Canada.
However, if required approvals are
obtained and contract conditions are
met, the firm now expects to complete
the transaction in the fourth quarter
of this year. Under the agreement,
the deadline for receiving regulatory
authorisations cannot be extended
beyond December 27, 2020.
(Photo AirTeamImages.com/
Mathieu Pouliot)
Despite the fact that coronavirus
has stricken most of the region,
Juan Carlos Zuazua, CEO of Grupo
VivaAerobus, is confident the
company can weather the storm. He
said that after the “solid figures” from
a record number of passengers, it will
enter the challenging environment
from a “financially strong position”.
“We will continue focusing on
meeting the connectivity needs of
Mexico and providing our passengers
‘Mad Dogs’
Head for the Sunset
ATLANTA-BASED Delta Air Lines
has ended its association with
the venerable McDonnell Douglas
MD-88 and MD-90 after nearly
30 years. The carrier operated a
total fleet of 165 MD-80s and 78
MD-90s over this period and, at
its peak, flew 185 ‘Mad Dogs’ on
roughly 900 daily flights.
The final MD-90 service, aptly
numbered DL90 and operated by
N925DN (c/n 53587), arrived in
Atlanta from Houston/George Bush
Intercontinental on June 2, while
the last MD-88 flight, N900DE (c/n
53372), returned from Washington/
Dulles shortly after. Both examples will
now be flown to Blytheville, Arkansas
where they will be stored.
The types formed the backbone of
Delta’s domestic network and have
[with] the confidence that we [will]
take care of [our customer] safety,
health and wellbeing with an
unrestricted adherence to all the
preventive and hygiene measures
and recommendations issued by the
authorities,” he added.
Prior to the outbreak, the
Monterrey-based operator flew to
52 destinations across Central
and North America.
(Photo v1images.com/Dirk Grothe)
been workhorses for the airline for
several decades, carrying more than
750 million customers during their
operating lifespan.
The move comes amid a flurry of
retirement announcements by Delta
in May in response to the pandemic.
Most recently it stated it would
withdraw 18 Boeing 777-200s from
the fleet by the end of the year (see
Americas News, July edition).
At the time, Gil West, Delta’s chief
operating officer, said: “We’re making
strategic, cost-effective changes to
our fleet to respond to the impact of
the COVID-19 pandemic while also
ensuring Delta is well positioned
for the recovery on the back of the
crisis.” (Don't miss Airliner World’s
coverage of the last trip on page 88.)
(Photo Delta Air Lines)

UNITED AIRLINES is due to shut down
three foreign crew bases by October 1.
The trio of Frankfurt, Hong Kong and
Tokyo/Narita are, according to Reuters,
said to be unsustainable at this time.
Only London/Heathrow will remain
as the single example outside of the
United States.
It’s understood that 840 employees
are affected by the decision, although
transfer opportunities will be available
in the US for those who meet working
COVID Airbridge for Aerolíneas
BUENOS AIRES-BASED Aerolíneas
Argentinas operated several rare
charter flights in June. With the
coronavirus pandemic worsening
across South America, the Argentine
flag carrier has deployed its fleet of
Airbus A330-200s to China. The 15
rotations flew across the month of
June between Buenos Aires/Ezeiza
and Shanghai/Pudong.
The links transported vital personal
protection equipment (PPE) and
medical supplies. For example, one
272-seat A330 carried more than
21 tons (19 tonnes) of equipment
requested by the Argentine Ministry
of Health, the Governments of the
Province of Buenos Aires and Santa Fe,
along with the Argentine Red Cross.
It revealed for the first ten rotations
that it “manufactured its own cargo
nets” to transport loads in the cabin,
Canadian Traffic Reductions
AIR NAVIGATION Service Provider,
NAV CANADA, has announced
that air traffic in the country
decreased by 73.6% in May this
year compared with 2019 – 3,455
and 10,378 flights, respectively.
United
Consolidates
Crew Bases
and entry criteria. As a result of the
coronavirus crisis, it remains unclear if,
or when, the bases may reopen.
Meanwhile, on June 15 the carrier
revealed in a statement it intends
to have US$17bn of liquidity by
September. Part of this figure,
$4.5bn, is expected to come via
the Coronavirus Aid, Relief, and
Economic Security Act (CARES Act).
The Chicago-based firm has executed
several cost-saving measures already
although for the remaining five, one
jet had passenger seats removed for
a bigger capacity. In total, the flag
carrier transported more than 290
tons (263 tonnes) of PPE.
In addition to its Far East charters,
Aerolíneas has operated several
repatriation links for stranded
citizens. On June 6 it flew to
Havana/José Martí and returned
to the Argentine capital via Punta
Cana in the Dominican Republic.
The following day, another airliner
departed for Auckland, New Zealand
on the 6,430-mile (10,349km) route.
Pablo Ceriani, Aerolíneas
Argentinas president, commented:
“We continue working to bring
Argentine citizens back to the
country, even from destinations
not operated by the company on a
regular basis. [This often] demands
These totals are a combination
of Canadian domestic rotations,
transborder links, international
flights originating from Canada,
along with international and United
States overflights.
News Review • Americas
including suspending salary increases,
implementing an unpaid time off
programme for management and
administrative employees, freezing
all hiring of new staff and reducing
pay for all executives.
However, it’s still expected to
have “an average cash burn of
approximately $40m per day in the
second quarter of 2020” with the aim
of reducing this to $30m by Q3.
(Photo United Airlines)
great operational efforts in a
complex scenario. The operation of
these [links] is possible thanks to the
strong commitment shown by our
staff during this crisis.”
It has deployed jets to a number
of other destinations since the
outbreak, including Barcelona/
El Prat, London/Heathrow, Quito/
Mariscal Sucre (Ecuador) and Miami.
It’s understood that the firm has
kept half of its ten-strong A330-200
contingent airborne in June. A pair,
LV- FVH (c/n 1605) and LV-FVI (c/n
1623), have been used exclusively
on the Auckland/Shanghai legs.
Meanwhile, the other three, LV-GHQ
(c/n 1737), LV-GIF (c/n 1748) and
LV-GKP (c/n 634), have flown to
Madrid, Rome/Fiumicino and Miami
respectively during the course of
the month.
For Canada’s biggest gateways, the
Pacific hub of Vancouver recorded
the most flights in May with 201 – a
78% decrease. Elsewhere, Toronto/
Pearson followed in second with
180, down 86% compared with 2019.
in brief
US e-commerce giant Amazon is
expanding its lease arrangements with
Cargo Aircraft Management, a subsidiary
of Ohio-based Air Transport Services
Group (ATSG). The company will add a
further 12 Boeing 767-300 freighters to
its fleet by the end of 2021. The first
example, N443AZ (c/n 25202), has
already been delivered to the firm and is
being operated by an ATSG subsidiary on
behalf of Amazon Prime Air.
The Ecuadorian government has put the
state-run carrier TAME into liquidation
citing the COVID-19 pandemic as the
reason for its decision. Despite this, the
airline will retain its key services where
there is no private alternative. The ruling
in Ecuador was announced as part of the
post-coronavirus austerity programme,
which involves cutting US$4bn in public
spending in the country.
Air Canada has concluded its use of the
Boeing 767 and Embraer E190 following
final flights with the types towards the end
of May. At the start of that month, the flag
carrier announced it would be phasing
out the use of both jets as it sought to
simplify its fleet, to reduce cost base and
lower its carbon footprint. The final 767
flight took place on June 2, while the
last E190 operation occurred on May 31.
Prior to retirement, Air Canada operated
just five remaining 767s and 14 E190s.
(Photo Wikimedia Commons/Makaristos)
Latin America’s largest operator LATAM
Airlines filed for Chapter 11 bankruptcy
protection in a New York court on May 26.
Up to US$900m in credit had been secured
from three of its largest shareholders at
the time of the filing. The group also
declared it had approximately $1.3bn in
cash on hand. The airline said it would
continue to operate passenger and cargo
services, subject to demand, during the
reorganisation period. On June 17, LATAM's
Argentine subsidiary ceased operations
for an "indefinite period" having cited the
impact from the pandemic as one cause.
Miami-based Eastern Airlines has taken
delivery of its first Boeing 777-200ER. The
US charter and wet-lease operator was
beginning to move into the scheduled
service market before COVID-19 caused it
to halt plans. The jet, N771KW (c/n 28530),
was handed over on May 29 but has yet
been removed from storage at Southern
California Logistics Airport (Victorville).
Meanwhile, Calgary and Montreal/
Trudeau handled 164 (-74%) and 101
(-84%), respectively.
NAV CANADA handles flights over
more than 6.9 million sq miles
(18 million km²) of airspace.
www.key.aero 15
News Review • Asia/Pacific
Virgin Australia Schedule Rebounds
DESPITE ENTERING voluntary
administration in April, Virgin Australia
increased its domestic network
from June 12. Its major hubs of
Sydney/Kingsford Smith, Melbourne/
Tullamarine, Brisbane and Perth were
all part of the frequency update.
According to the airline’s website,
it was expecting to be operating
“double the capacity” by July
– equating to an extra 30,000
seats from 320 flights per week.
It’s a Go for Repatriation
INDIAN LOW-COST carrier IndiGo
operated four repatriation flights to
the Middle East on June 9. Three of
the rotations – comprising a pair of
Airbus A320neos and a single A321neo
– landed at Qatar’s Doha/Hamad and
collected 546 Indian citizens before
departing back to Mumbai/Chhatrapati
Shivaji and Kolkata/Netaji Subhas
Chandra Bose. The link to Dubai
International was rostered by a single
A320neo and returned 120 workers to
Lucknow/Chaudhary Charan Singh in
northern India.
Ronojoy Dutta, chief executive
officer at IndiGo, commented: “We
are pleased to contribute towards the
Express Delivery
China Express Airlines’ maiden Airbus A320neo
was spotted at Toulouse/Blagnac on June 11. The
Pratt & Whitney PW1100G-powered jet sported
test registration, F-WWDO (c/n 10044), and has
since been registered as B-30F5. The Guiyang,
southern China-based carrier was founded in
2006 and has 49 jets comprising 11 A320ceos
and 38 Bombardier CRJ900s.
V1IMAGES.COM/CLÉMENT ALLOING
16 AIRLINER WORLD AUGUST 2020
Additionally, it was relaunching
suspended services from Brisbane
to Adelaide, Canberra and Perth and
as well as the Sydney-Perth link. The
firm flies to 17 domestic destinations
across Australia.
John MacLeod, Virgin Australia
Group chief commercial officer, said
the move was a result of the easing
of coronavirus restrictions and
gradual return of demand. He also
outlined the importance it would play
collective repatriation efforts being
made to bring stranded Indian citizens
back to the country. We extend our
gratitude towards the government
for allowing IndiGo to operate these
international repatriation flights,
enabling a safe arrival of Indian
citizens. We strive to continue towards
contributing to serve the country
and evolving our services as per the
needs of the hour.”
The repatriation flights
complemented six other rotations
since the start of June. These
have included links to Oman and
the Maldives where the carrier
transported more than 1,000 Indian
in boosting the country’s tourism
industry and said it would help the
“nation’s economy and aviation sector
to rebuild”. This forms part of the
post-pandemic Australian Aviation
Recovery Coalition of representatives
of airports and airlines.
In line with most COVID-19 measures
to limit the spread, passengers of
Virgin Australia will have to adhere to
social distancing, contactless check-in
and health screenings.
nationals to Delhi/Indira Gandhi,
Lucknow and Kozhikode/Calicut (in
southwest India).
Elsewhere, according to industry
analytics firm ch-aviation, bosses at
IndiGo have stated it may withdraw
all 121 of its A320ceo jets. They cited
high maintenance costs associated
with the type and want to shift
to an all A320neo Family fleet –
which reduces fuel burn by 20%
per aircraft. The oldest A320ceo
examples were delivered to IndiGo
in 2008. The potential move comes
amid financial pressures caused by
the global pandemic.
(Photo Flickr Commons/BriYYZ)
Meanwhile, the carrier’s search for
a new investor has been narrowed
down to a final two: Bain Capital and
Cyrus Capital Partners. Both have
been described by the airline as
“well funded”, “have deep aviation
experience” and “see the value
in its future”. As we went to press,
management were hopeful that a
binding agreement would be in place
by June 30. (Photo Flickr Commons/
Bernard Spragg. NZ)
Safety
First
KOREAN AIR has implemented a
‘back to front’ boarding system
for all economy passengers to
limit the spread of COVID-19. In
June, customers with seats at
the back boarded first, enabling
social distancing. However,
those travelling with infants,
the elderly or passengers
requiring assistance still take
priority regardless of position.
The flag carrier introduced
the policy across all domestic
and international rotations.
The main contact points that
had been highlighted for virus
transmission occur when
passengers wait in the aisles as
fellow travellers store carry-on
luggage in overhead bins.
Other procedures introduced
by the airline to limit the
transmission have included
placing floor markers on the
ground at gate areas, providing
regular temperature checks,
distributing hand sanitiser
across the airport and constant
aircraft disinfection. Korean Air
ground staff are supplied with
facemasks while all cabin crew
must wear gowns and goggles
during flights.
The carrier flew more than 460
flights per day before COVID-19.

Back to the Future
JETSTAR PACIFIC is to undergo
a rebrand to its previous name
of ‘Pacific Airlines’ following
the agreement of majority
stakeholders, Vietnam Airlines
and Qantas. According to the June
15 announcement, the move – in
response to the impact from the
COVID-19 crisis – aims to “improve the
profitability of the low-cost carrier”.
Subject to government and regulatory
approval, the brand will feature a
new logo and livery which will be
inspired by Vietnam Airlines’ colours.
Qantas Dreamliners Deployed to India
FLAG CARRIER Qantas sent a pair of
Boeing 787-9s on a one-off rotation to
repatriate Australian tourists stranded
on the Indian subcontinent. The
first widebody, VH-ZNI (c/n 66073),
touched down at Chennai – on India's
southeast coast – on June 3 after
a flight lasting nearly 11 hours from
Sydney/Kingsford Smith. The second
example, VH-ZNE (c/n 63391), arrived
ZIPAIR Debuts Cargo-Only Service
JAPANESE START-UP ZIPAIR Tokyo
launched its first flights on June 3, albeit
on a freight-only basis between Tokyo/
Narita and Bangkok/Suvarnabhumi.
In a statement on the low-cost firm’s
website, the sole link will remain in place
until passenger operations begin – a
date not yet confirmed.
The services are flown by a pair of
Boeing 787-8s, JA822J (c/n 34832)
and JA825J (c/n 34385), sourced
from parent company, Japan Airlines
(JAL), to meet the rising demand for
cargo services in the region during the
COVID-19 pandemic.
The current reservation system will
also become more in line with the
Vietnamese flag carrier, offering a
streamlined booking process.
Trinh Hong Quang, Vietnam
Airlines executive vice-president
and Pacific Airlines chairman,
said: “Low-cost carriers will play a
certain role in supporting the return
of travel as restrictions ease, and
by streamlining functions, Pacific
Airlines can remain competitive
[and] inherit many of the efficiencies
of Vietnam Airlines.
24 hours later direct from Melbourne/
Tullamarine. After a short stay in
Chennai to collect passengers, both
Dreamliners left on June 5 and flew
back to their respective departure
points in Australia.
In response to the COVID-19
pandemic, the Australian firm had
suspended all international flights
from late March, after government
A subsidiary of JAL, ZIPAIR had
originally planned to begin passenger
services from Japan to the Thai
capital and Seoul, South Korea, this
summer. However, because of the
global coronavirus outbreak, the
launch of passenger flights had been
temporarily postponed and on June
10, ZIPAIR officially acknowledged that
the Seoul launch would be delayed
until “a later date”.
Shingo Nishida, ZIPAIR president,
said the business had been preparing
for both medium and long-distance
low-cost carrier services since it was
News Review • Asia/Pacific
“We are optimistic that the dual
brand strategy will leverage the brand
and resources of Vietnam Airlines
and, by undergoing innovation and
improvisation, we will continue to
see [the] group maintain its position
of leadership in the Vietnamese
domestic market now and the future.”
Prior to its acquisition by the Jetstar
Group in May 2008, the Ho Chi Minh
City-based airline had been branded
as Pacific Airlines since its inception
in 1991.
(Photo Flickr Commons/Alec Wilson)
advice not to travel was issued in the
country. However, during the crisis,
Qantas has continued to operate
many repatriation connections to take
tourists home.
The Sydney-based company has
11 examples of the General Electric
GEnx-powered 787-9, which are
configured in a three-class layout,
seating 236 passengers.
founded in May 2018, but he added:
“Unfortunately, in light of the current
situation, we are not able to launch
passenger [connections] to Bangkok.
As people around the world find new
ways to promote their businesses,
we decided to take a step forward
by temporarily launching cargo-only
flights between Japan and Thailand.”
The four-times-weekly link departs
Tokyo in the early evening followed
by a near-midnight departure from
Bangkok before arriving back at Narita
in the early morning.
(Photo Flickr Commons/MelvinFN2187)
in brief
China Eastern and its partners are set
to create a new airline called Sanya
International Airlines. The fledgling firm
will be based on Hainan – an island in the
South China Sea. An announcement was
filled to the Hong Kong Stock Exchange on
June 14. The document stated that the new
carrier will help “seize the opportunity of
the establishment of a pilot free trade zone
and a free trade port” as well as providing
a tourism hub in the region. A co-operation
framework agreement stipulated that
China Eastern will hold a 51% stake, while
fellow airline partner Juneyao Airlines will
hold 15%. There are also two other state
entities in the partnership. No launch date
had been provided as we went to press.
China Airlines is intending to switch its
Taipei/Taoyuan-London route from July 3
on a temporarily basis. After the restart
– following suspension due to COVID-19
– the link was scheduled to move from
Gatwick to neighbouring Heathrow, and
the initial weekly connection would be
upgraded to five-weekly by August 1. This
is due to continue until October 24 when
the flight returns to Gatwick. China Airlines
will continue to deploy the three-class,
306-seat Airbus A350-900 on the service.
(Photo Airbus)
Pakistani start-up Air Falcon has acquired its
first aircraft, a Boeing 737-300F, AP-BNZ (c/n
27713), on lease from Rostrum Leasing. The
23-year-old jet was originally delivered to
Dallas, US-based Southwest Airlines before
being converted into a freighter at Tampa in
January 2019. Air Falcon is headquartered in
Lahore, northeastern Pakistan and is due to
receive a further pair of 737 freighters soon.
During what it has called the “phase two plan”,
Air Falcon intends to acquire ATR 72-500
turboprops for domestic and international
passenger services later this year.
Jetstar Airways is aiming to restart domestic
services in New Zealand by July 1. The
country’s biggest gateway, Auckland was due
to be linked with Wellington (27 flights per
week), Christchurch (24-weekly), Queenstown
(14-weekly) and Dunedin (at three-weekly).
Christchurch is being linked with the capital
Wellington on a seven times weekly basis.
As demand slowly returns, the rotations will
remain on a lower frequency than prior to
the pandemic. Jetstar is based at Melbourne,
Australia, and fields a fleet of 69 Airbus A320
Family aircraft: 50 A320ceos, eight A321ceos
and 11 Boeing 787-8s. The company is
expected to receive its initial A321neo soon.
SpiceJet has added a trio of new
destinations to its freight network. Operated
by its cargo arm, SpiceXpress, the cities
of Almaty (Kazakhstan), Doha/Hamad and
Sulaymaniyah (Iraq) will help “boost the
supply chain” in these regions, according
to the airline. Using Boeing 737-700Fs on
the maiden sorties, the firm transported
20, 17 and 14 tons (18, 15 and 12 tonnes) of
pharmaceutical, perishable and relief goods
to Qatar, Kazakhstan and Iraq, respectively.
Since the lockdown in India, the operator
has carried goods totalling 15,200 tons
(13,789 tonnes) on more than 2,160 flights.
www.key.aero 17
News Review • International

MAX Production Resumes

BOEING HAS restarted production
of its 737 MAX at its Renton-based
facility in Washington after it was
halted in January. Starting with a
“low rate” of assembly, the airframer
reports it has implemented more
than a dozen measures focused on
improvements to workplace safety in
response to COVID-19, which include
“enhanced cleaning procedures in
work spaces, common areas and on
high-touch surfaces”.
Production will initially be limited to
one of the three commercial lines
available at the Renton site with a
second reactivated next year.
The company intends to slowly
ramp up construction to eventually
reach the rate of 31 aircraft per month
in 2021.
After the type was grounded in
March of last year – following a
crash involving an Ethiopian Airlines
example – the US manufacturer
continued to produce around 42 jets
a month for the remainder of the
year, resulting in a large backlog of
undelivered airframes.
This production rate is a far cry from
the firm's original plans to build 57
every month by 2020.
(Photo Flickr Commons/Steve Lynes)

Newest Beluga
Breaks Cover
AIRBUS HAS unveiled the third
Beluga XL at Toulouse/Blagnac after it
emerged from the paint shop.
The Rolls-Royce Trent 700-powered
jet, F-GXLI (c/n 1930), has been
painted in a special scheme that
includes whale-like features, a nod
to its marine counterpart. Now
halfway through its production cycle
for the latest-generation Beluga, the
manufacturer has produced three of
the six it has planned.
The Beluga XL is larger than the
original A300-600-based aircraft
and first flew in July 2018 before
entering service with Airbus in
January. It is thought the previous
five Belugas, which were introduced
from 1995, are to be withdrawn over
the next five years, with a mixed fleet
operated until then. All six of the new
freighters are expected in service by
the end of 2023.
(Photo Airbus)

Airbus Deliveries Boeing Deliveries

British Airways’ sixth Airbus A350-1000, G-XWBF (c/n 402), visited Washington/Dulles on June 1.
It had been delivered to the Heathrow-based carrier on May 15. BRIAN MCDONOUGH 
Airbus delivered the following aircraft in May:
A220-300 2 Air Canada
A319ceo 1 Tibet Airlines China Southern accepted two Boeing 777Fs on May 22. The two widebodies accounted for
CDB Leasing (Loong Air); China Southern Airlines; Comlux; easyJet; GECAS; IndiGo (4); two-thirds of Boeing’s deliveries during the month, all of which were dedicated freight aircraft.
A320neo 12 AIRTEAMIMAGES.COM/DIPANKAR BHAKTA 
Pegasus Airlines (2); Wizz Air Hungary
A321neo 5 Aviation Capital Group (Air Busan); easyJet; Hawaiian Airlines; IndiGo (2) Boeing delivered the following aircraft in May:
A350-900 2 Air France; Lufthansa Technik (German Air Force) 737-800BCF 1 Sun Country (op for Amazon Prime Air)
A350-1000 2 British Airways; Etihad Airways 777F 2 China Southern Airlines
Total 24 Total 3

18 AIRLINER WORLD AUGUST 2020


Alabama-built A220s
Become a Reality
EUROPEAN MANUFACTURER Airbus
opened its A220 final assembly line in
Mobile, Alabama, in May.
The 270,000sq ft (25,083m²) facility
has five primary assembly stations for
the construction of both the -100 and
-300 variants. The first jet to roll off the
new line is expected to be delivered
towards the end of this year to New
York-based JetBlue, which has 70 of
the -300 variant on order.
Paul Gaskell, president of A220 USA
and head of the A220 program in
Mobile, commented: “The expansion
of our commercial aircraft production
in Mobile – from the A320 Family to
the A220 – further solidifies Airbus’
standing as a truly global aircraft
manufacturer, and confirms that Airbus
remains an important part of the
Birthday Landmark for the Islander
American manufacturing landscape.”
A dedicated facility has only just
opened for the type but A220 assembly
was had been underway in the adjacent
A320 Family line and newly constructed
support hangar since August 2019.
On June 2, the first official Alabama-built
A220-300, N302DU (c/n 55070), flew its
maiden sortie on a three-hour trip around
the Gulf of Mexico. The Pratt &
Whitney-powered airframe was first seen
leaving the Mobile paint shop in March.
Prior to Mobile going online, all A220s
had been built at the Montréal/Mirabel
plant, the programme’s headquarters
for the former Bombardier (C Series)
owned-jet. Airbus has stated the two
facilities will double the size of
overall production.
(Photo Airbus)
News Review • International
Embraer Chief Steps
Down for GE Aviation
BRAZILIAN MANUFACTURER Embraer
announced on June 15 that John
Slattery, the president and CEO
of Embraer Commercial Aviation,
was leaving the company to take
on the same role with powerplant
manufacturer GE Aviation.
The statement confirmed that, Arjan
Meijer, the division’s chief commercial
officer, would succeed Slattery with
immediate effect.
Embraer chairman Alexandre Silva
commented: “John has played a central
role during a challenging time, and we
thank him for his dedication and tireless
service to the company, as well as its
customers, employees and partners.
Fortunately, he will continue to work in
the aviation sector.”
In a separate announcement, GE
revealed David Joyce, GE Aviation’s
vice chair, president and CEO, would
be stepping down after more than 40
years of service. GE chairman and CEO
Lawrence Culp said: “We worked hard
to find a worthy successor to David. In
John [Slattery], we have found a proven
aerospace leader whose commercial
ON JUNE 13, Britten-Norman celebrated
the 55th anniversary of the BN-2
Islander’s first flight in 1965.
More than 1,200 examples of the highly
versatile type have been delivered to
operators all over the world. The rugged
design has proved popular for use
in harsh climates from snow-packed
mountain strips to sandy beaches.
It has had varying roles, including
passenger flights, freight delivery, air
ambulances, search and rescue, oil
spillage operations and more.
Its continued use is emphasised by
experience, strategic acumen and
industry expertise can make our leading
Aviation franchise even stronger.
John’s relentless focus on the customer
experience over decades in the industry
has earned him deep relationships with
many of GE’s customers, suppliers and
partners. He is well-suited to serve their
needs through the current environment
and eventual recovery.”
Since July 2016, Slattery has been
leading Embraer Commercial Aviation.
Prior to that, he was the business
unit’s CCO from November 2012. His
successor, Arjan Meijer, has been the
company's CCO since January 2017,
responsible for the global marketing
and sales across six regions, helping
the company achieve 35 airline deals
across Europe, the Middle East, Africa
and Russia.
Francisco Gomes Neto, Embraer
president and CEO, said: “Arjan has
done a fantastic job as the head of
sales for Embraer Commercial Aviation.
He has the energy, experience, and
skillset to lead our commercial aviation
business at this unique moment."
the 2,044 different modifications
such as the ‘duck-billed platypus’
nose-mounted radar installations,
geological survey booms and
snow-skis.
There are also ongoing plans by the
company’s research and development
team to identify clean power
operating concepts using electric and
electric-hybrid technology, as well
as autonomous operations. Current
programmes have teamed up with
powerplant manufacturer Rolls-Royce
as well as Cranfield Aerospace.
Britten-Norman CEO William Hynett
said: “John Britten and Desmond
Norman established a simplicity of
design that has endured since 1965.
It is a testament to British design and
manufacturing that the aircraft still has
no like-for-like competitor. However,
we are not complacent. British
aviation is on the cusp of several
exciting technological breakthroughs
and we are committed to ensuring the
Islander, and our operators, remain at
the forefront of these innovations.”
The maiden production BN-2A Islander,
G-AVCN (c/n 003), first flew in April
1967 and was delivered to Aurigny Air
Services the same year. More than
half-a-century later, this Lycoming
O-540-E4C5-powered propliner is
ending a near ten-year restoration by
the Isle of Wight-based Britten-Norman
Aircraft Preservation Society (BNAPS)
(see Preservation News, May 2020).
www.key.aero 19
News Review • Business Aviation
Gulfstream Sells Final G550
THE FINAL commercially available
Gulfstream Aerospace G550 has now
been sold to an undisclosed customer
and will be handed over in 2021.
The delivery will allow production
of the type to be wound down.
The manufacturer will continue to
support aircraft currently in service
indefinitely through its company-
owned and factory-authorised service
centres and spare parts procurement
agencies across five continents.
Embraer Reveals
Q1 Deliveries
BRAZIL’S EMBRAER Executive Jets
delivered nine aircraft to customers
in the first quarter of 2020. The
disclosure was part of the company’s
first quarter earnings report and
covers five light Phenom series
aircraft and four large Legacy
business jets.
The figures are significantly down
on the previous quarter, which saw
20 light jets and 26 large executive
jets delivered, and slightly down
on the numbers for the first quarter
of 2019. The company reports that
it historically experiences fewer
deliveries during the first quarter of
20 AIRLINER WORLD AUGUST 2020
The G550 entered service in 2003
and accumulated more than 55 speed
records during the 17-year period.
Gulfstream Aerospace president
Mark Burns said: “The G550 set the
standard for subsequent aircraft and
the industry. With more than 600 in
service, the G550 has earned its place
as a leader in business aviation. Its
technological innovations and safety
enhancements earned the G550
development team the prestigious
the year across both its commercial
and executive aviation sectors.
Earlier this year, Embraer Executive
Jets announced that its latest
Phenom 300E had achieved triple
type certification from Brazil’s ANAC,
Europe’s EASA and the US FAA. In a
statement, the company said: “In [the
first quarter of] 2020, the Phenom
300E was confirmed as the most
delivered light jet of 2019. This was
the eighth consecutive year that the
Phenom 300 family has achieved this
mark, having accrued more than 540
deliveries since entering the market in
December 2019.”
Robert J Collier trophy in 2003.”
Elsewhere, Gulfstream announced
on June 8, 2020, that Naveed
Aziz has been promoted to vice
president and general manager of the
company’s Dallas facility, responsible
for overseeing G280 completion
and service centre operations. Aziz
began his career at Gulfstream in
Post-pandemic Boost
for Business Aviation?
PRIVATE JET broker Colibri Aircraft
believes the COVID-19 pandemic
may result in an increase in business
jet sales as many companies seek to
reduce the risk to their business.
According to the UK-based firm,
private aviation results in up to
680 fewer person-to-person touch
points compared with travelling on
commercial carriers.
It also predicts the potential price
differential between first-class
travel and private aviation reducing
as airlines come under mounting
pressure to increase the cost of
flying per passenger.
Oliver Stone, the managing director
Citation M2
Milestone
TEXTRON AVIATION has celebrated
the 250th delivery of a Cessna 525
Citation M2 entry-level light aircraft.
This example was handed over to
Seattle-based Fast Rabbit Aviation,
who will be using the new acquisition
for business travel on the West Coast
of the US, taking advantage of its
ability to transport four passengers
non-stop between Seattle and
Burbank, California.
Rob Scholl, Textron’s senior vice
president of sales, said: “The Citation
M2 is an ideal fit for operators in need
1996 as part of the GIV and GV
engineering teams and has since held
several positions within the company.
He succeeds Robby Harles, who will
be retiring in July.
(Photo Gulfstream Aerospace)
BUSINESS AVIATION NEWS BY NIGEL PITTAWAY
of Colibri Aircraft commented:
“The coronavirus crisis has had
a devastating impact on both
commercial and private aviation.
However, when the recovery comes,
it could be private aviation which
bounces back first.
“Thousands of commercial flights
have been cancelled and many may
not return when the skies open again,
because they will be unprofitable to
run. In addition to this, many people
will be worried about the possibility of
contracting COVID-19 whilst flying and
those that can afford to fly privately
may feel it reduces their chances of
catching the disease.”
of an agile aircraft with the power,
range and speed to complete their
mission with efficiency and comfort.”
The type first entered service in
December 2013 and is designed
for single-pilot operation, with the
ability to land on runways as short
as 3,210ft (978m). It is the smallest
member of the Citation family of
business jets.
More than 5,000 examples of the
US-built business jet have been
delivered across the world.
(Photo Textron Aviation)
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Airliner World Key Aero fp.indd 21 23/06/2020 11:07

THE GREAT STOR A

As many carriers
carefully restart some
of their scheduled flying
programmes,
Tom Batchelor explores
the technical challenges
facing firms who have
been storing aircraft
at various sites from
Alabama to Bournemouth
and beyond...

A
irports around the world
have been transformed
from global hubs to
parking lots by the
COVID-19 pandemic,
which has dealt a catastrophic blow
to the aviation industry. Airlines,
lessors and manufacturers have been
left hunting for storage space, with
almost two-thirds of the entire global
aircraft fleet grounded at the peak of
the disruption. Images of lined-up
jets – from British Airways’ dormant
short-haul fleet at Bournemouth to
the Delta Air Lines jets standing idle
at Birmingham/Shuttlesworth airport
in Alabama – provided a dramatic
warning of the scale of the crisis
facing the sector. The challenge of
finding suitable storage has been
complicated further by the extended
grounding of the Boeing 737 MAX,
with hundreds of the type mothballed
awaiting regulatory approval after two
deadly crashes. With more aircraft
on the ground than in the air,
storage and maintenance suppliers
have boomed.

22 AIRLINER WORLD AUGUST 2020

R AGE CHALLENGE

Dallas-based Southwest
Airlines had already
been hit hard by the
Boeing 737 MAX
grounding before facing
another blow with the
coronavirus outbreak.
AIRTEAMIMAGES.COM/
JOHN KILMER

www.key.aero 23

Berlin Brandenburg Airport
has finally seen a flurry of
aircraft activity – albeit
of the static jet variety.
V1IMAGES.COM/
MARTIN ROGOSZ
While it may sound trivial,
the secure storage of
aircraft can help operators
be more nimble in restarting
their scheduled flying
programmes.
V1IMAGES.COM/
SEVERIN HACKENBERGER
24 AIRLINER WORLD AUGUST 2020
taxiway during manoeuvres to park
one of the British flag-carrier’s super
jumbos at Châteauroux Airport in
France in mid-April.  
The challenge of returning these jets
to service will be magnified because
of the vast spread of locations where
aircraft are parked, with grounded
airframes scattered across more than
700 locations worldwide. Such is the
scale of the crisis that only three of
the top 20 locations for grounded
aircraft globally are typical storage
facilities, according to Cirium analysis.
They are Roswell International Air
Center, Victorville Southern California
Logistics Airport and Pinal Airpark
– all in the United States. As a result,
the task of looking after parked
aircraft has increasingly fallen to more
conventional airports. Delhi, Istanbul
and Hong Kong ranked highest in
the study, with each facility hosting
upwards of 150 parked examples.
The Indian hub converted one its
At the height of coronavirus
disruption in April and May,
approximately 16,000 examples
were in storage, according to
the aviation analytics company
Cirium – amounting to 62% of the
worldwide fleet of commercial
aircraft. With parking charges at major
European hubs often exceeding £200
an hour, established storage providers
at US aircraft ‘boneyards’, as well as
lesser-used airports in the UK, France
and Spain have played a vital role.
Tarmac Aerosave, Europe’s largest
aircraft storage company, reported
that it expected to reach nearly full
capacity at its three vast sites by early
summer, although data suggests the
total number of airframes in storage
globally is now declining as the
number of flights – particularly in Asia
– begins to increase once again.
Condition is Key
Aircraft aren’t designed to sit on the
ground for lengthy periods of time
and maintaining an airworthy fleet
is a complex and costly business.
Aeroplanes held in storage must
undergo regular maintenance and
cleaning, with periodic inspections.
Those airframes parked for less than
three months are often kept ‘flight
ready’, meaning they are maintained
to a level that would allow them to
be quickly returned to service, while
beyond three months is considered
by most to be ‘long-term parking’. The
location plays a big part, with factors
such as rain, dust and local wildlife
posing a varying risk. Barcelona-based
firm Mitiga Solutions offers airlines an
exposure index to determine the risk
to parked aircraft in different climates
and meteorological conditions
around the world. The difficulty of
choosing suitable storage facilities was
demonstrated all too clearly when a
British Airways A380 churned up the
runways to a temporary storage area
due to a lack of permanent parking
spaces. Looking a little closer to home,
London/Gatwick became the UK’s
busiest storage site, with approximately
120 grounded planes as of May. 
The International Air Transport
Association (IATA), which
represents some 290 airlines,
produced guidelines for storage
during the COVID-19 pandemic.
Recommendations to maintenance
staff includes making sure tyres
are inflated to their maximum
recommended pressure, using chocks
instead of the parking brake due to the
risk of it seizing up in the ‘on’ position
and moving aircraft regularly to
prevent flat spots developing on tyres.
The document said hydraulic and
brake systems should also be operated
to circulate fluids and keep seals
flexible, and special attention should
be paid to batteries on board the
aircraft, with lead-acid types requiring
charging at least every three months
to keep them working. Proactive
measures such as these should enable
an airline to reduce the amount of
time required to prepare an aircraft for
re-entering service – this generally
takes between two and three days.
UK Update
The grounding has provided an
opportunity for airlines to perform
routine maintenance inspections – ‘C’
and ‘D’ checks that must be carried out
every two and six years respectively
– as well as rigorous cleaning. Virgin
Atlantic, which has had aircraft
spread across storage facilities at
Doncaster/Sheffield, Bournemouth,
Glasgow and Manchester, as well as
Heathrow and Gatwick, puts each of
its aircraft through a deep clean before
they are parked. A spokesperson for
the company told Airliner World:
“We use a high-grade, registered
disinfecting product, tested to be
highly effective against viruses. We
have also enhanced our disinfecting
Munich Airport has
provided a home for
many jets from the
Lufthansa Group,
including several
Bombardier
CRJ900 examples.
AEROMEDIA/TOM ING
A busy apron at Manchester
Airport, with a range of
Boeing, Airbus and Embraer
jets all stored as the
COVID-19 crisis rages on.
SPENCER BENNETT
through a process called fogging, Mark Gregory, managing director
proven to kill 99.9% of all germs, of Air Salvage International, whose
bacteria and viruses on all cabin Cotswold Airport-based firm in
surfaces. While parked, active storage Gloucestershire is helping to store
maintenance also requires aircraft aircraft for British Airways, Jet2,
inspections and work to be carried out Saudia and Air Italy, among others,
at seven, 14 and 30-day intervals.” said the number of aircraft at the site
Meanwhile, a spokesperson for low- was the highest since the September
cost carrier easyJet told Airliner World: 11 terror attacks of 2001. Speaking to
it was maintaining its “full fleet Airliner World, he said the impact of
of aircraft in a flight-ready the COVID-19 pandemic would be felt
condition”. She added: “Some aircraft by aircraft storage and maintenance
are being flown as part of the firms for years to come: “The spare
maintenance programme so that parts industry has slowed right down...
British Airways Boeing they are ready when flying resumes. I expect it to take 24 months or even
747-400 examples parked
at Cardiff Airport. The Where possible we are maximising longer – some have said up to ten
British carrier has stored the opportunity to perform additional years – to get back to the level [of
most of its jumbos, with ongoing maintenance on our spare parts sales] seen just a couple
some unlikely to return to aircraft as well as transporting them of months ago.” Gregory added that
commercial service with BA.
AIRTEAMIMAGES.COM/ to a hangar for checks or heavy the benefit for airlines of choosing
ALUN MORRIS JONES maintenance when it is due.”  to park at least some of their fleet
www.key.aero 25

With space at a premium,
airlines and airport
operators ensure that the
aeroplanes are stored as
efficiently as possible, as
this aerial shot from Gatwick
in late May illustrates.
AIRTEAMIMAGES.COM/
JAMES OATES
This quirky message was
applied to Virgin Atlantic’s
Boeing 787-9 Dreamliner,
G-VBOW (c/n 37978).
AIRTEAMIMAGES.COM/
AIROPS1
26 AIRLINER WORLD AUGUST 2020
at a storage facility instead of a major
airport was the flexibility it offered if
it was decided at a later date that the
airframe should be scrapped. “For the
airlines it is much better to store their
aircraft at a site that can also dismantle
them if that decision is taken,” he said.
European Outlook
On the continent, Lufthansa is
making use of the yet-to-open Berlin
Brandenburg Airport to store around
30 of its jets – with further examples
at its Munich and Frankfurt
hubs – while Swiss International
Air Lines has parked many of its
grounded jets at a military base near
Zürich. Elsewhere, Air France has
grounded 180 out of the 224 aircraft
that make up its global fleet, with
the jets parked at Paris/Charles de
Gaulle, Paris/Orly and Toulouse/
Blagnac, where the company owns a
maintenance base. The French flag
carrier estimates each jet requires
150 hours of work during a three-
month grounding. Géry Mortreux,
the firm’s executive vice-president of
engineering and maintenance, said
his team was “monitoring [the] entire
fleet on a daily basis, with each of our
aircraft receiving special care and
attention”, while also obeying strict
social distancing measures made
necessary by the pandemic. “Nothing
is left to chance. For the time being,
we are limiting on-site presence while
observing hygiene measures such
as social distancing, the provision of
masks, gloves, hydro-alcoholic gel and
wipes as well as regularly disinfecting
our premises. Our primary mission
is to ensure our fleet of aircraft are
maintained in the best possible
condition so that we can put
our aircraft back in the air in
complete safety as soon as this
becomes possible.”
A spokesperson for Tarmac Aerosave,
which handles hundreds of grounded
jets, said the company had been forced
to adapt its operation at its facilities
in Tarbes and Toulouse/Francazal in
France and Teruel in Spain in response
to the coronavirus pandemic:
“Non-urgent maintenance
and recycling operations were
rescheduled, and parking areas
reorganised by pushing back the
aircraft already subject to long-term
storage. At the beginning of April, to
be able to handle the rate of arrivals,
some recycling was – to the contrary
– pushed forward to free up space on
the parking areas.”
The storage and recycling firm has
a total capacity of 250 across the three
sites and was storing 150 aircraft at the
end of December. By April, 170 aircraft
were stored at the three sites and, in
June, it was expected to reach 240.
In the United States, American
Airlines and Delta Air Lines plan
to ground more than 1,000 planes
and taxiways at Atlanta’s
Hartsfield-Jackson airport, normally
the world’s busiest by passenger
number, have been converted into
parking spaces. California’s Victorville
and New Mexico’s Roswell boneyards
– which ordinarily welcome ageing
jets destined for scrap – are offering
a temporary home to more modern
fleets. American’s plan to ground its
A330 fleet for two years will pose a
further logistical and maintenance
challenge, with specific details still not
clear as Airliner World went to press.  
Elsewhere, Singapore Airlines has
ferried several of its A380s to the
Australian desert city of Alice Springs.
Emirates, the world’s largest operator
of the super jumbo, has 101 of its jets
stored at Dubai International Airport
and a further 117 grounded 30 miles
(48km) away at Dubai World Central
Airport. The airline completes periodic
checks at seven, 15 and 30-day
intervals across the fleet, which range
from walk-around inspections to
ensure there is no visible damage
or external leaks, to complex checks
involving reactivating aircraft systems,
idling engines and testing engine
bleed air and flight control systems.
Failing to maintain a grounded
fleet can have deadly consequences.
In 1996, a Birgenair Boeing 757 that
had been parked in storage for 20
days crashed shortly after take-off
from Puerto Plata in the Dominican
Republic after the pilots reported
unreliable air speed indications.
Investigators later suggested a blocked
pitot tube caused by nesting wasps
may have caused the accident.
Boeing’s manual emphasises the
risks involved with medium and long-
term storage of aircraft: “Deterioration
of airplane structure, surface finish,
airplane systems and components can
occur if preservation procedures to
protect the airplane are not followed,”

Europe’s reliance on
low-cost air travel has
come to a juddering halt
during the COVID-19
crisis, as illustrated by
this scene from Vienna
Airport. AIRTEAMIMAGES.COM/
CHRIS JILLI
it states. “The airplane must also be
protected from damage or debris
contamination of pitot probes, static
ports, total air temperature probes and
angle-of-attack sensors. External
openings on the airplane such as the
outflow valve, relief valves, vents, ports
and openings must be closed and
sealed against environmental effects.”
The manufacturer warns that
mechanisms may lose lubrication,
batteries may discharge,
contamination of potable water
systems or fuel tanks may occur
and some systems or components
– such as oxygen cylinders, tyres,
hydraulic systems and landing gear
shock struts – may lose pressure.
Boeing guidelines also emphasise
the importance of maintaining “the
engine, auxiliary power unit and cargo
fire extinguishing systems” during
lengthy periods of inactivity. 
The Chicago-headquartered
manufacturer is no stranger to the
problems posed by aircraft storage.
Since Boeing’s re-engined 737 variant,
the MAX, was grounded in March
2019 following two fatal crashes, the
company and its customers have been
renting parking spaces for almost 400
of the type.
Southwest Airlines has the highest
count of stored 737 MAX 8s – with 34,
followed by American Airlines, Air
Canada and China Southern Airlines
all with 24 each in storage, Air China
is currently in fifth place with 16 in
storage. Overall, 120 of the stored
MAXs are in North America, 138 in
Asia-Pacific, 61 in Europe, 25 in Latin
America, 19 in the Middle East, eight
in Africa and a further 12 officially
unassigned a region.
Boeing has been forced to hire
hundreds of temporary workers
– from avionics technicians to
engine mechanics – to maintain the
grounded aircraft. 
Where Next?
The disruption to the aviation
industry caused by the COVID-19
pandemic will be felt for years and,
without a defined exit strategy, many
aircraft currently parked around the
world are likely to be idle for many
more months.
Airlines continue to play their part
in fighting the virus, from far-flung
repatriations to co-ordinating imports
of personal protective equipment.
Companies involved in the storage,
maintenance and scrapping of
aircraft have also responded to a
shortage of medical equipment by
collecting oxygen masks from jets
being dismantled and distributing
them to hospitals. While these actions
may seem insignificant in insolation,
by working collectively and with a
common goal of defeating the virus
and returning to the skies, the
aviation industry is likely to emerge
bruised,but stronger than ever.
www.key.aero 27
Dublin to Beijing
…Five Times Daily
Over the course of a week in mid-March, the Aer Lingus
team prepared to step into the unknown with the first
of dozens of emergency PPE charter flights to and from
China. Airliner World’s Gordon Smith spoke to Captain
Brian O’Sullivan about this extraordinary team effort.

A
er Lingus is no stranger
to flying long-haul.
Before the full onset of
the COVID-19 crisis, the
airline would fly dozens
of transatlantic flights each week,
including regular hops to Chicago,
San Francisco and even a 4,500nm
(8,337km) service linking Dublin
with Los Angeles. As one company
executive told me late last year:
“Heading west is what we do best.”
That’s not to say that the Irish flag
carrier couldn’t take you eastbound,
but you’ll be struggling to get further
than Rhodes – a distance of around
1,759nm, (3,257 km) – without the help
of its codeshare partners.
So you can imagine the adrenaline
pumping through Aer Lingus HQ in
mid-March when it was confirmed
that the Health Service Executive
of Ireland (HSE) had contracted the Due to ongoing COVID-19
airline to fly vital medical supplies and restrictions, flight crews
are required to remain
equipment from China to Dublin. With
on the aircraft during the
Beijing 25nm (46km) closer to the Irish turnaround in China.
capital than LA, the team knew they ALL IMAGES AER LINGUS
had the theoretical ability to undertake UNLESS STATED
the mission – they simply had to put
it into practice. On paper it sounds
pretty simple: fly your biggest aircraft
the same distance as usual, albeit in
the opposite direction, pick up some

28 AIRLINER WORLD AUGUST 2020

 Aer Lingus
PPE Charters
In numbers:

18+
tonnes of PPE cargo on
each flight

Five pilots onboard

4,502nm
distance from Dublin
to Beijing

Eight
days to prepare for
first flight

150+

15
roundtrips completed by
mid-June

A330s in Aer Lingus fleet

precious cargo, head home to a hero’s
welcome and repeat five times daily
until July. However throw into the mix
major health and safety considerations
brought by a rapidly developing
pandemic and only a week to prepare
for the first flight, and the assignment
becomes a little less straightforward.
Captain Brian O’Sullivan was in the
cockpit for the first Aer Lingus rotation
from Dublin to Beijing, starting on
March 28 and touching back down in
the Irish capital on March 29. Assigned
flight numbers EI9018/9, the maiden
trip was operated by EI-EAV (c/n 985),
an Airbus A330-300 named St Ronán.
O’Sullivan has been with the airline
for more than 30 years and is one of
the carrier’s most experienced A330
pilots. Speaking to Airliner World from
Ireland, he offered unique insight into
the enormous undertaking to make
the operation a success: “Logistically
it was quite difficult. Normally to
set up a route like this would take
between three and six months to fulfil
all the protocols required. We had to
make this happen in just eight days.
To achieve this so quickly, nearly
every department in Aer Lingus was
involved. We knew how great the
need was for the medical equipment
and this was a key motivator for

www.key.aero 29

Crew members
onboard the first flights
of EI9018 and EI9019
on March 28/29
● Captain Brian O’Sullivan
● Captain Pat O’Driscoll
● First Officer David Morrissey
● First Officer Shane McNicholas
● First Officer Kieran Chappell
● Liam Lynch, Engineer
● James Murphy, Engineer
● Niall Schweppe, Ground Operations
the team, knowing that we had the
potential to contribute something
really significant to assist frontline
medical staff.”
O’Sullivan explained that a huge
amount of preparatory work was
undertaken in order to operate the
flights, with many colleagues from
across the business working day
and night in the lead up to the first
flight to ensure that everything was
ready. As well as pilots, the operation
called for support from ground and
flight operations, maintenance and
engineering, strategy and planning,
commercial, procurement, legal and
finance teams to realise the
seemingly impossible.
Practical Considerations
Although the Aer Lingus crews
were planning to land in Beijing,
load up with cargo and fuel and
return immediately to Ireland, all
30 AIRLINER WORLD AUGUST 2020
Captain Brian O’Sullivan
(second from right) joined
the Irish flag carrier in 1988
and is currently one of the
airline’s most senior
A330 pilots.
Prior to the coronavirus
outbreak, Aer Lingus’
longest scheduled route
was between Dublin and Los
Angeles, with a distance of
4,502nm (8,338km).
eventualities had to be considered.
O’Sullivan said this resulted in a flurry
of activity at the Chinese embassy in
Dublin: “Despite the fact we weren’t
staying in China, we all needed visas
just in case we had an aircraft stuck
out there. Each and every pilot had to
go queue up to receive the relevant
paperwork – we had 279 people
passing through there in the space of
two weeks.”
As well as approvals for the crew, the
aircraft too needed permission to fly
this new charter route. Aer Lingus’
operations team had to secure overfly
rights and relevant authorisations
from the Irish Aviation Authority
(IAA), as well as confirming permits
and landing slots in Beijing – no mean
feat in the middle of a pandemic.
Once on the ground in the Chinese
capital, arrangements also had to
be made with handling agents and
freight forwarders to ensure the right
PPE was there at the right time. Once
these formalities were in place, further
consideration had to be given to
who would actually be on board the
aircraft. O’Sullivan said that although
the number of volunteers for the
charters is remarkable, not everyone is
able to fly all of the time: “There are a
limited number of [Beijing] flights – up
to five a day – and we have 279 A330
pilots. We have to keep pilots current
– the law states that in the proceeding
90 days you need to have done three
take-offs and landings. With the
number of flights that we have and
the number of crews that we have, we
wouldn’t be able to keep pilots current
if [the same] crews were flying all
the time.”
While Ireland has A320 simulator
equipment, Aer Lingus’ relatively small
widebody fleet means there isn’t a
need for an A330 sim in the country.
In normal times crews go to London
or Brussels for top-up sessions or
assessments, but this wasn’t possible
due to COVID-19 lockdown measures.
“We had to ensure that we kept our
crews current from flying only. It
required a bit of management to put
the ‘puzzle’ together to ensure we
could keep people in the air and get
the PPE to Ireland.”
Those that are rostered on to the
Beijing operations have plenty of
extra homework ahead of take-off,
as O’Sullivan explained: “The whole
route structure is completely different
to what most of the pilots at Aer
Lingus are used to. We hadn’t flown
to China before or to anywhere in the
Far East as a scheduled operator. We
had to look at the airways, routings
and terrain, as well as contingency
planning. We analysed all of this
and circulated our results via pilot
information notification briefings.
There’s a 45-page document on the
route that pilots have to study before
flying. In the beginning, we also put
training captain instructors as the lead
pilots who were briefed by me and
the fleet captain on any differences or
things we expected could potentially
cause problems.”
With more than 150 round-trip
charters completed by the middle of
June, the Aer Lingus team has become
increasingly familiar with the quirks
of the route, which is now officially
Dublin Airport’s busiest. Asked if there
were any early worries going into
the project, O’Sullivan emphasised
that thorough planning helped
mitigate the vast majority of possible Each crew member working
on the PPE charters must
hurdles. That said, the use of metric
study a 45-page document
measurements by Chinese air traffic explaining the procedures
controllers for altitude and flight level unique to the route.
clearances was an important variance
from regular operations. “The main
concern in the beginning was that
their [China’s] altimetry procedures are
very different to what we’re used to as
they use meters instead of feet – this is
something that we briefed the teams
on intensely. The language was also
an initial concern, but we were very
impressed by the Chinese and their
communications were very good.” All 279 A330-certified crew
Further attention was focused members at Aer Lingus had
on where the aircraft would land to apply for visas to enter
China on the off-chance they
should an emergency take place mid- might have to stay
flight. “There are ETOPS [extended- in the country longer
range twin-engine operational than anticipated.
www.key.aero 31
performance standards] sectors on
some of the routes we took, so we
had to consider what we would do
if we had an engine failure, or any
other problem that might require
an en route diversion. There are
some airfields that are at altitude
and have peculiarities that could be
problematic if crews weren’t aware
of them, but thankfully we had very
comprehensive briefing sheets which
covered all of this. We also contacted
some of our partners within IAG, with
British Airways helping us out. They
provided us with documentation so
we could cross-check what we had
produced ourselves to ensure we
weren’t missing anything.”
On most days there are five Aer
Lingus flights going to China, as
32 AIRLINER WORLD AUGUST 2020
well as up to three aircraft bound
for the United States as part of more
traditional scheduled operations. This
translates as eight out of a fleet of 15
A330s currently flying on a normal
day. While O’Sullivan confirmed a
small number are parked in Shannon,
generally the aircraft are rotated
in and out to keep them rolling for
maintenance purposes.
Talking Personnel
The flight time from Dublin to
Beijing/Capital is approximately ten
hours and around 11 hours on the
return, with up to four hours on the
ground to load up the cargo and
refuel. As such, five pilots comprising
two captains and three first officers
(one of whom must be qualified as
a relief commander), are joined by Aer Lingus operates a fleet
two engineers and a loadmaster of 15 Airbus A330 widebody
jets. Since late March many
(someone responsible for the loading of them have been involved
and stowage of cargo) for each in special PPE charter work.
mammoth trip. Crew members stay
on the aircraft for the duration of the
journeys, with two pilots typically
operating the flight out and two on the
return leg. The A330’s business class
cabin, which features comfortable lie-
flat seats is used for crew rest periods.
Having helped devise the crewing
arrangements as well as having flown
the inaugural charter himself, Captain
O’Sullivan is well placed to provide
additional understanding of the
procedures: “We conducted a specific
fatigue analysis which was quite
unusual as nobody normally operates
anywhere up to 28-30 hours duties,
The Irish airline has its home
and hub at Dublin Airport’s
Terminal 2.
DAA-DUBLIN AIRPORT
this really was an area that nobody
had much insight into. We examined
how the crew should feel and how we
should manage their rest and then
we put it into practice. We were the
guinea pigs to see how it all worked.
Was it reasonable? What levels of
tiredness were we going to encounter?
The idea is that some pilots will get
a brief rest during the turnaround in
Beijing – those who are operating
out [back to Dublin]. The crew who
operated down [from Dublin] fulfil
as much of the ground duties as
possible, with the loadmaster there
to supervise the loading of the flight.
This was important for compliance
and safety management reasons as
we didn’t have any prior auditing of
the handling company [in Beijing].
The loadmaster is also the person who
goes outside the aircraft and interacts
with representatives on the ground
while socially distancing and wearing
the relevant PPE equipment.”
The addition of two engineers
on each service is also a marked
difference from regular passenger
operations. “On the first flight we also
brought along a parts kit and tooling
so that if we had any tyre changes or
reasonably routine maintenance, the
engineers could do it. We needed two
engineers as one person on their own
can’t fulfil all of the requirements; for
example there are sometimes two
signatures required [on documents],”
confirmed O’Sullivan.
With crews usually treated to a
comfortable hotel room for a night or
BELOW LEFT • Special
permission was granted
by aviation authorities for
Aer Lingus to use the main
passenger cabin for storing
PPE cargo.
BELOW • At the time of going
to press no date had been
confirmed for the current
charter programme to end.
two between long-haul departures, the
extreme circumstances necessitated
a different approach. “If there were
layovers involved it would’ve been
an awful lot easier for us logistically,
but they just weren’t available.
China is locked down, and there’s
no staying there. You’re operating
an aeroplane for up to 30 hours, it’s
totally unprecedented, certainly for
my generation of aviation, which goes
back to the 1980s. I haven’t heard of
anything in the history of Aer Lingus
quite like it – and we go back a long
time – there’s never been flights like
this before. It’s been completely new
to us.”
Over the past few weeks, the teams
have become increasingly familiar
with the nuances of the operation.
www.key.aero 33
In the absence of A330
simulators, smart rostering
for the PPE charters has
helped keep many Aer
Lingus pilots ‘current’.
ABOVE RIGHT • The flight from
Dublin to Beijing/Capital
typically takes around ten
hours outbound and 11 hours
on the return.
Travel restrictions have
limited Aer Lingus’
transatlantic operations
during the outbreak.
V1IMAGES/PAUL HARVEY
34 AIRLINER WORLD AUGUST 2020
O’Sullivan said that while a four-
hour turnaround time was typical in
late March, his colleagues are on the
ground in China for only two and a
half hours now as systems have been
finessed. Each pick-up from Beijing
comprises approximately 18 tonnes
(19.8 tons) of essential materials,
including personal protective
equipment such as masks, goggles,
gowns and gloves. As well as loading
cargo into the conventional bays
under the belly of the widebodies,
materials are also secured in the main
economy class passenger cabin. Aer
Lingus’ engineering department
consulted with the IAA, who
conducted an analysis, resulting in
follow-up procedures and paperwork
being completed to enable the
innovative approach to be adopted. As
an extra safety measure, the onboard
engineers also ensure that cargo in the
cabin is loaded in compliance with the
agreed methods.
A Team Effort
While there are only seven people
on board instead of hundreds
expected on a scheduled A330
flight, a rumbling tummy still needs
to be satisfied. Asked if the lack of
traditional cabin crew and a fully
stocked galley resulted in packed
lunches (and dinners, and breakfasts)
for the team, O’Sullivan promptly
allayed any concerns. “The catering
team at Aer Lingus have been
very good to us – there’s been an
abundance not just of food, but quality
food. On a duty like that, the last thing
you need to be doing is scraping
around looking for something to eat!”
Once back on terra firma in Dublin,
the cockpit team know they are likely
to see each other again thanks to a
smart approach to rostering: “We’ve
established dedicated ‘crew couplings’
which means there are groups of five
who are flying as a group. They stay
together and fly together at all times
and don’t mix on to our transatlantic
flying schedule. We try to avoid
breaking these up to reduce the
possible exposure to COVID-19. If we
mixed crews and one pilot happened
to contract coronavirus, they could
take a number of pilots out with them
through self-isolation. This could
have a knock-on effect on overall pilot
numbers and even undermine the
feasibility of being able to continue
the entire operation.”
Reflecting on the enormous
achievement undertaken by
colleagues on the ground and in
the air, O’Sullivan also credited the
A330-300 as being pivotal to the
success of the mission: “The A330 is
an exceptionally capable aircraft – it
could actually fly quite a bit further
if we needed it to. These [Beijing]
operations are nowhere near its limit,
so there aren’t any issues relating to
payload or fuel considerations – it
really is fantastic.”
Looking to the future, the captain
is understandably conscious of the
extreme pressure facing the global
airline sector, but takes heart knowing
that he and his team have played
their part in fighting the COVID-
19 outbreak. “These are really trying
times for everyone within Aer Lingus
and the wider aviation industry, so
to see everyone downing tools and
getting stuck into this project to get
it going has been amazing. We’ve
seen an incredible commitment
from everyone. It’s been brilliant to
contribute and help the frontline staff
and it’s been incredibly fulfilling to
help out on a national level when it
was so important and so needed.”
With enormous uncertainty
continuing to batter airlines at home
and abroad, one thing is for sure – the
noble endeavours of individuals and
organisations across the aviation
industry have helped transform the
fight against the coronavirus in the
most extraordinary way. During these
darkest of days, their collective efforts
continue to shine a very welcome
beacon of light.
 The World’s Favourite Flight Simulation Magazine
AEROSOFT – IN FOCUS
Welcome to the second instalment of our
‘In Focus’ series, where we put the spotlight
on key players in the flight simulation
industry. This time, we asked Aerosoft’s
Managing Director, Winfried Diekmann, to
talk about the company and give us his
thoughts on the future of the hobby.

MICROSOFT FLIGHT SIMULATOR –

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Branding The word ‘Landor’ conjures up a very specific
image for aviation enthusiasts. However, British
paint shop wearing new colours: “The
beauty of working in this industry is
that no two jobs are the same because
Airways’ famous dark blue and grey livery, the business [imperatives] can vary
worn by the fleet from 1984 to 1997, is just the from airline to airline. One thing
that may facilitate change is a carrier
tip of the iceberg, as Landor's chairman and buying a new fleet. That might make
global creative officer Peter Knapp explains. them think ‘Actually, we’re going to
make a change – now is the time’.
Peter Knapp, chairman “The reasons for change are always

B
est known in the aviation
world for the British Airways
livery of the 1980s and 1990s,
Landor's work with airlines
began in 1967. The company
was tasked with revitalising Alitalia’s
corporate identity and, in 1969,
unveiled a livery that has received
only minor tweaks in more than half-
a-century. Their subsequent work for
Singapore Airlines is another colour
scheme that has stood the test of time.
Peter Knapp, chairman and global
creative officer for the global brand
consultancy headquartered in
London, has been with the company
since 1993. He outlines the process
leading to an airliner rolling out of the
and global creative officer,
joined Landor in 1993.
LANDOR
Landor has twice revised Delta
Air Lines’ corporate identity, in
1997 and 2000.
AIRTEAMIMAGES.COM/
SIMON WILLSON
different, but what we tend to do first
is an extensive audit research phase
to find out the current state of play
for the perceptions locally, regionally
and internationally, if appropriate. We
try to determine the new customer’s
preferences or expectations, and what
is affecting the industry or driving
change – for example, the increased

36 AIRLINER WORLD AUGUST 2020

the Skies
use of low-cost carriers.
“From this, we will build a brand
strategy, which is what informs a lot
of the creative work. We’ll try and
develop everything at the same time,
so if we have a common strategy, how
that might affect the lounge or the
cabin or the uniforms. Once we’ve
got the core concept, we’ll make sure
it works across the entire fleet… Some
airlines operate a single type, whereas
others may have aircraft ranging from
an [Airbus] A380 to an Embraer. We
can put the livery on a 3D computer
model so we can assess its visibility at
an airport and make sure it stands out
in the sky. Physical models are then
created so we can investigate how the
graphics would bend and twist around
the complex curves of a fuselage.”
Reflecting on the work he has been
involved with over the past 26 years,
Knapp considers which rebrandings
have been the most successful: “The
[1994] Cathay Pacific redesign was
an important one because it became
synonymous with the period during
which Hong Kong was changing
hands. I think people saw Cathay
Pacific as a new era represented
on a plane.
“S7, I think, was quite a radical piece
of work, but it was meant to be. It was
purposely done so people didn’t see
[the company] as Siberian Airlines
and all the stereotypes which go
with Siberia, but as this new face of
contemporary Russia – the colourful,
The dark blue and grey
British Airways livery in
service from 1984 to 1997
is among Landor's most
iconic work.
V1IMAGES.COM/
MICHAEL LEUNG
Alitalia was the first airline
to employ Landor's services,
doing so in 1967.
AIRTEAMIMAGES.COM/
WOLFGANG MENDORF
characterful and disruptive Virgin
Atlantic equivalent. Those liveries are
iconic, but also stood for something in
a cultural moment.”
Updating Icons
Returning to the company’s earliest
work for Alitalia and Singapore
Airlines, Landor has updated both
liveries for the 21st century in the past
decade, making minor tweaks to old
favourites: “A few years ago we did
an evolutionary design for [Alitalia].
which meant taking the DNA of the
[original] design and contemporising
it… It was a matter of respecting and
cherishing the design, but updating
it slightly. We did a similar thing with
Singapore Airlines – we made
www.key.aero 37
 Northwest Airlines is one of
six US carriers to have worn
a Landor-designed livery,
doing so between 1989
and 2003.
AIRTEAMIMAGES.COM/
PHILIPPE NORET

TOP • Scandinavian Airlines
has twice updated its
livery since rolling out this
Landor design in 1983.
AIRTEAMIMAGES.COM/
RALF MEYERMANN
CENTRE • Etihad Airways’
current colours are inspired
by the desert and were
designed to herald a very
different era for the carrier
as it accepted its first
Airbus A380.
MARTIN NEEDHAM
a small number of amendments,
including a gold band at the back of
the [vertical] stabiliser and [modifying
the] typeface. That [livery] has served
them very well and didn’t need to
be thrown away, it just needed to be
contemporised in a minor way.”
Knapp played a leading role in
developing Etihad Airways’ September
2014 rebranding, unveiled on the
carrier’s maiden Airbus A380: “They
wanted to create this
shock-of-the-new [effect] and make
it known that this was a very, very
different era for the airline, so we had
to come up with something radically
different. We kept the same identity,
but the presentation of the overall
livery had a very different purpose
and was a very complicated piece of
work, but there’s nothing else like it
out there.
“The idea came from a number of
places, converging to a point that
was alluding to the desert – its sand
and dunes – and has a sort of
abstract landscape feel, not
dissimilar to what a grain of
sand looks like under a microscope,
while also being resonant of the
Arabic aesthetic.
"It needed to feel like it came from
that region. I think if you look at
their aircraft, you wouldn’t think
[it] came from China or America...
Very rarely do you have a livery that
isn’t symmetrical, but we did this
on purpose because we wanted to
demonstrate that this was something

38 AIRLINER WORLD AUGUST 2020


special and that [Etihad] do
things differently.
When asked about the shift
from bold cheatlines and polished
underbellies to more restrained
‘euro-white’ designs, Knapp said: “I
think it’s become an overtly practical
approach to redesign: white fuselage,
decorated tail and the name above the
windows at the front. There are a lot of
solutions that are done like that.
“We have a mantra about increasing
relevance and difference. I think
it’s very hard to create difference if
you follow a rigid formula. It also
diminishes relevance. With airlines,
people have a desire to see their
countries reflected and a reason
to feel proud, but if they don’t look
unique or original or compelling
then that’s [sending] a poor message
about their country.
“If an airline is linked to the
destination – for example,
somewhere in the Indian
Ocean – you want to be able to look at
a plane on a wet afternoon at
Heathrow and imagine you’re
going to be taking a flight to
paradise. Basically, you don’t want to
be looking at something that is overly
functional. I think there are missed
opportunities to express a valuable
travel narrative… Travel isn’t just a
functional exercise. I think it would
be a shame if we boil out any sense
of romance, because travel is a
romantic experience and should be
seen and felt as such.”
Knapp cites Cathay
Pacific’s 1994 rebranding
as being synonymous with
the moment at which Hong
Kong was returned to China
after 156 years of British
colonial rule.
MARTIN NEEDHAM
Federal Express was
rebranded as FedEx in
1994, introducing this
purple, white and
orange uniform to its
fleet. The negative space
between the ‘E’ and ‘x’
in the logo combines
to create an arrow
symbolising the
company’s speed
and efficiency.
WIKIMEDIA COMMONS/
ERIC PRADO
ABOVE RIGHT • British Midland
rolled out this paint scheme
in February 2001 to coincide
with the launch of its Airbus
A330-operated transatlantic
services. It was a radical
departure from its deep
blue, dark grey and
red predecessor.
MARTIN NEEDHAM
ABOVE LEFT • Landor
has twice updated the
Singapore Airlines colour
scheme unveiled in 1972.
MARTIN NEEDHAM
www.key.aero 39
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296 ALW Subs dps.indd 41 23/06/2020 11:11

Aircraft
Pit Stop

They are among

the most critical
components on any
aircraft and require
constant care and
attention – tyres,
brakes and wheels
demand specialised
maintenance to
mitigate the stresses
of flight. Ian Harbison
speaks with
Frank Rott, global
MRO director at
TP Aerospace, to
find out more.

42 AIRLINER WORLD AUGUST 2020

 O
n an ordinary car,
wheels, brakes and tyres
are usually taken for
granted. Some owners
might change to winter
tyres if appropriate, but generally
speaking these items are permanent
fixtures until something goes wrong
or a regular inspection shows they
need to be replaced. However, on
an aircraft, they require frequent
maintenance to the extent that there
are specialist maintenance, repair and
overhaul (MRO) facilities dedicated
to their upkeep. One of these is TP
Aerospace, which is headquartered
in Copenhagen, Denmark, and has a
network of ten such stations dotted
across the globe.
Frank Rott, global MRO director
at TP Aerospace, explained the
high level of care and attention is
needed because the components
operate in exceptionally hostile
environments. Suspended from the
aircraft on approach and departure,
they are exposed to a wide range
of temperatures, sometimes on
the same flight – for example,
a transition from a cold winter
airport in Northern Europe to
somewhere warmer in Asia. They
can also be impacted by a variety of
meteorological conditions, including
precipitation, ice, dust and sand. On
the ground, slush can be added to this
list, along with de-icing fluid.
Take-off is regarded as one of the
most hazardous phases of any flight –
particularly if rejected at high speed –
and as such, remains a critical part of
any aircraft certification process. The
heat generated by the brakes means
wheels are fitted with fusible plugs
that melt when a critical temperature
is reached; allowing the tyre to safely
deflate – vital when you consider
that a Boeing 747-400 mainwheel
tyre is pressurised at 200psi, with
considerable explosive potential.
Conversely, landings can be just as
tough on the airframe as it touches
the runway at high speed, coupled
with the varying degrees of abrasion
and bumpiness of the tarmac.
However, operational techniques
have a role to play in reducing wear
and tear. If the arrival gate is at the
other end of the airport, a high speed
roll-out with minimum retardation,
perhaps just the wing spoilers, will
allow the aircraft to exit further
down the runway with a shorter
taxi to stand.
Landing from the opposite
direction would require
maximum reverse thrust and
braking to use a high-speed
TP Aerospace has a
portfolio of turn-off and still have a short
more than 450 ground distance to cover. Some
customers. airlines will take the time
AUSTRIAN AIRLINES/ penalty by insisting on the use
PAUTY
of brakes only – overhaul costs
for thrust reversers are significantly
higher and, by reducing external

www.key.aero 43
noise levels, the technique can be part
of a ‘good neighbour’ policy.
These scenarios were considered
by Airbus when it developed
Brake-to-Vacate (BTV) for its
A380-800. This combines the
position data from the jet’s GPS (global
positioning system) and the airport
database in the on-board airport
navigation system (OANS) as well as
auto-flight and auto-brake facilities.
The flight crew select their preferred
runway exit point and, after landing,
BTV controls the deceleration to
reach the turn-off at a safe speed.
That means less heat is generated in
the brakes equating to less wear –
important considering there are 22
wheels on the super jumbo, although
the twin nose gear is not equipped
with braking mechanisms.
Incidentally, one of the main
reasons for more tyres on widebody
aircraft is that there is a maximum
loading of 33 tons (30 tonnes) for
current all-metal wheel designs. If
this is exceeded, another gear leg
needs to be added. A good example
is the A340-600, which was fitted
with a centre main gear as the
maximum take-off weight (MTOW)
had increased through the fuselage
stretch. While a composite wheel
would be stronger, it would also
be much more expensive, so no
company would generate a return on
investment for the moment.
So, what happens when wheels,
brakes and tyres need attention? Rott
explained that carriers deliberately
mix the condition of these items
on each aircraft (as they do with
many other components, including
engines). Known as ‘staggering’, it
avoids an entire shipset of equipment
being due for removal at the same
time. On the other hand, he said that
means a delivery from an airline
customer to one of the company’s
44 AIRLINER WORLD AUGUST 2020
workshops usually contains a random
mix of components, presenting a bit
of a challenge for workflow planning.
Fitting the Tyres
The rubber tyres around the outside
of the wheel generate the greatest
amount of work for MRO facilities,
if not the most valuable, as they are
changed at regular intervals. For high
utilisation operators like low-cost
carriers and leisure firms, that means
a steady flow during peak flying
seasons. The TP Aerospace facility in
Hamburg, Germany, can handle up to
300 a week.
They arrive still attached to the
wheel, as special equipment and
procedures are required to ensure
their safe removal and installation.
The first step is deflation and TP
Aerospace uses a computer-controlled
system that can handle up to five
tyres simultaneously. Silencers are
sometimes required to ensure safe
noise levels for personnel – a
747-400 mainwheel can generate
almost 120dB of noise as the pressure
is released – but the company’s
system uses a slower deflation rate to
avoid the problem. This is also part
of a ‘quiet workplace’ policy, as noise
causes stress.
After deflation, a bead breaker is
used to lift the sidewall of the tyre
up and over the wheel flange to
allow it to be removed. If they need
re-treading, usually after four or
five visits, they will be passed on
to another specialist. TP Aerospace
sends its tyres to the four original
equipment manufacturers (OEMs):
Bridgestone, Dunlop, Goodyear and
Michelin. Rott noted that the time
between visits depends on several
things, including pilot technique, but
the biggest factor is quite simple – the
more expensive the tyre, the more
durable the rubber mix is likely to be.
Frank Rott, global MRO After being refitted, the tyre needs to
director at TP Aerospace. be inflated. This is done with nitrogen
TP AEROSPACE as it diffuses through the rubber
at a lower rate than oxygen in air,
maintaining the pressure for longer.
However, to get to a pressure of
250psi means that it has to be placed
in a reinforced steel containment
cage in case of an explosion.
Aircraft brakes, tyres After inflation to the recommended
and wheels are put under pressure, the tyre is left for an hour to
immense stress during allow it to relax onto the wheel. After
take-off and landing
phases of flight. OSCAR
another pressure check, and a top up
WISTRAND/AEROMEDIA if necessary, it is left overnight. If a
final check shows a drop of less than Amid the COVID-19 crisis, airlines now cover the wheels during Pool Services and Component
5%, it is cleared. However, then it must TP Aerospace implemented this procedure. Inventory Services, where TP
two groups of employees
be deflated slightly to the approved at its Hamburg site to work
TP Aerospace reports that there Aerospace manages the customer’s
pressure for safe transport – the final staggered shifts to avoid are many differences in how its 450 inventory at its own locations,
adjustment is made in the hangar. a major company-wide customers operate across the world, including all technical records.
outbreak of the virus. so each maintenance plan must He explained that major firms
Checking the Brakes TP AEROSPACE
be specifically tailored. It consists prefer to keep their own stock
Brakes are the lead items as they of several parts. Firstly, the Cycle under tight control, especially as
require maintenance after a set Flat Rate Programme, under which back-to-birth records are now
number of flying hours. There has the airline pays a fixed price per much in demand as they increase
been a progressive switch from steel landing that goes towards the cover residual value. In contrast, smaller
to carbon examples as the latter of all maintenance costs. According carriers tend to use a common pool
offer several advantages. Although to Rott, this is a popular choice of spares.
they can cost almost triple as much Tyres on a Boeing 747-400 as the customer knows its future Finally, the Logistic Services is
are pressurised at 200psi.
as steel, they can stay in service for AIRTEAMIMAGES.COM/ expenditure over the duration of the where the company is responsible for
about three times longer (up to 2,500 STEVEN MARQUEZ contract. Secondly, the Component transport to and from the customer.
landings). They also offer considerable
weight savings, for example this can
equate to 551lb (250kg) for a 737-600,
or 793lb (360kg) for a 767-200/300. As
both types of pads shrink over time,
a wear pin easily shows ground crew
when the limit has been reached and
the unit should be sent for overhaul.
Again, pilot technique plays a part
in wear, as does the airline’s route
network. Carbon works better in
colder conditions, so operators in the
Middle East experience a reduced
time on the aircraft for brakes. Rott
said the most effective method of
using carbon brakes is to give an
initial dab after landing to generate
heat and get them up to around
160°C, followed by constant pressure,
as their effectiveness increases with
temperature. He added that one
drawback with carbon is the tendency
for blistering to occur when exposed
to de-icing fluid – as such, some

www.key.aero 45
 Scandinavian Airlines (SAS), which
signed a multi-year wheels and brakes
programme at the end of last year,
trains its pilots in braking techniques.
That contract covers 124 Airbus
A320 Family, A330-300/A340-300
and Boeing 737-700/800NG jets and
demonstrates an example of the
service that TP Aerospace provides.
Maintenance is required on
the brake housing as well as the
component’s pads. This includes
pistons, torque tubes and some rubber
components, but the housing itself
is subjected to repeated heating and
cooling, which can lead to cracking.
From time to time, the housing will be
completely stripped of paint, checked
for corrosion and subjected to
non-destructive testing (NDT),
including magnetic particle detection
(to detect small particles) and
penetrant dye testing (where ultra
violet light makes the dye fluorescent,
showing instantly if it has seeped into
any cracks in the material).

There are 80 to 100 Maintaining the Wheels

components on a wheel, After the tyre is removed, every
including bolts, nuts,
washers, heat shields wheel is unbolted into two halves
and drive keys. AUSTRIAN and inspected for corrosion or
AIRLINES_PAUTY cracks. On the third or fourth visit to
the shop, it’s generally overhauled.
This involves removing the paint
and using NDT techniques such as
eddy current testing (this detects if
a magnetic field introduced into the
material is distorted by cracks) and
penetrant dye inspection. As with
the brake housing, there is more to a
wheel than two halves. There are 80
to 100 components, which include
bolts, nuts, washers, heat shields and
drive keys. Despite this complexity,
maintaining them is pretty much a
repetitive flow process and workshops
can be set up for maximum efficiency
– a 737 mainwheel can be overhauled
in just a day.

Growing Market
The wheels and brakes sector has
been expanding rapidly as airlines
look to outsource their maintenance
activities – TP Aerospace has taken
advantage of this. Last year alone it
opened new facilities in Russia at
Moscow/Sheremetyevo (see MRO

The company’s newest

workstation opened at
Moscow/Sheremetyevo
earlier this year.
AIRTEAMIMAGES.COM/
ARTYOM ANIKEEV

46 AIRLINER WORLD AUGUST 2020


News, May edition), Malaysia (at
Subang Airport), Thailand (on the
outskirts of Bangkok/Suvarnabhumi)
and the UK, near East Midlands
Airport. They complement the
Danish firm’s existing workshops
in Dubai, Hamburg, Las Vegas,
Melbourne, Orlando and
Singapore, as well as a sales office
in Shenzhen, China.
Creating a bigger footprint within
Asia can be seen as a response to
what is now the largest commercial
aviation market in the world.
However, its Castle Donington
site (East Midlands) was opened
for another reason. Although it
had a good UK customer base,
the signing of a major seven-
year contract with West Atlantic
UK meant that investment in a
new workshop could be justified,
especially as the deal covers a wide
portfolio of aircraft types including
737s, 767s, Bombardier CRJs and
British Aerospace ATP freighters. It
is capable of handling more than
10,000 units per year, giving an idea
Airbus developed a
Brake-to-Vacate system
for its A380-800. FLICKR
COMMONS/ ALEC WILSON
With the introduction of its
new East Midlands facility,
the company can now work
on rarer types such as the
British Aerospace ATP.
AIRTEAMIMAGES.COM/
STUART LAWSON
The aircraft of Middle
Eastern carriers that use
carbon brakes are more
prone to wear than those
in colder regions. AIRBUS
of the size of the market. Bosses at
the company place strong emphasis
on it becoming more digital and
efficient for both customers and
the environment – for example by
creating a paperless network. All the
equipment and processes have been
standardised, with the intention
of providing the same efficiencies
and quality measures anywhere
in the world – effectively, any new
workshop should be an exact copy of
the others, if possible.
Coronavirus Challenges
When it was clear the COVID-19
pandemic would have a serious effect
on the business, TP Aerospace set
about making sure of the safety of its
employees and facilities around the
world, commented Rott.
As a global sector, there was
considerable variation in the
restrictions and recommendations
from national and local governments
in different countries. However,
everyone who could work from home
was instructed to do so, while the
remainder – those who hold practical
jobs in the workshops – continued to
go in, although under very different
www.key.aero 47
conditions. Every building was
given a deep clean and personal
protection equipment (PPE) and
sanitisers were provided.
In addition, there were social
distancing guidelines, daily
temperature checks and a change
in shift patterns. In Hamburg, for
example, the staff were divided
into two groups. One worked a
longer 10hrs 45mins shift between
Monday and Wednesday, while the
other followed the same pattern
from Thursday to Saturday. In this
way, if there was a case of infection,
exposure would be limited to part of
the workforce and operations could
still continue. Social distancing was
easier to maintain with two smaller
groups at the German facility.
Moreover, because there has been
a lower level of work than usual,
TP Aerospace introduced training
programmes for new equipment
and processes that were due to come
online this year.
Some could be carried out through
online training although certain
classroom work has been permitted,
albeit with social distancing.
While there will be delays to the
introduction of the new programmes,
the company will be ready.
Another opportunity that arose
from the coronavirus crisis was the
ability to carry out a thorough stock
review at each location. By checking
historical consumption patterns,
components could be identified that
were sitting on the shelf in one place
but in greater demand elsewhere.
These are being moved around to
achieve the optimum inventory levels
throughout the network.
While work, unsurprisingly,
dropped dramatically, Rott said the
firm has played an important role
in the response to the worldwide
emergency. A significant part of TP
Aerospace’s customers are cargo
operators – such as West Atlantic and
ASL Airlines – which are operating
at unprecedented levels during the
COVID-19 outbreak, flying medicines
and supplies wherever needed.
Meanwhile, other customers deployed

Tyre changes form the most
amount of work for the firm,
especially for high-use
low-cost carriers.
TP Aerospace’s Hamburg
facility during peak times
can handle 300 changes per
week. TP AEROSPACE
Many carriers cover wheels
during de-icing to avoid
blistering on carbon brakes.
AIRTEAMIMAGES.COM/
ADAM TETZLAFF
passenger jets for cargo rotations,
which continue to rely on support
from TP Aerospace. And company
precautions for its staff appear to
have worked. As of mid-May, not a
single case of COVID-19 had been
registered anywhere in TP Aerospace
workstations, Rott confirmed.
Despite the setbacks governed by
the coronavirus crisis, industry
pundits widely predict aviation
demand will return to pre-pandemic
levels and the all-important overhaul
of wheels, brakes and tyres will be
required again. With its
ever-increasing portfolio of global
workstations, TP Aerospace will be
there to cater for such work.

48 AIRLINER WORLD AUGUST 2020

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50 AIRLINER WORLD AUGUST 2020
 The
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AUGUST 2020

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the ultimate start
to your summer
holiday?
Rossiya Airlines
Boeing 747-
400, EI-XLC (c/n
27100), flies over
Nai Yang beach
on final to Phuket
Airport, Thailand.
PHOTO • AIRTEAMIMAGES.COM/
ANDREW HUNT

www.key.aero 51

Management
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AI
Artificial
Artificial intelligence
AI is already present in
aviation, but is the time
right for ATM to begin
exploring its uses?
Assistant editor
Claudia Bacco
takes a look at
the technology
A
long the aviation
value chain, there
are currently
examples
of artificial
intelligence (AI) in use. Starting
with aircraft manufacturers,
moving to airlines and airports
and, in some cases, even air traffic
management (ATM) vendors and
air navigation service providers
(ANSPs). The following are
explorations of some of the brands
currently using AI, followed by the
technology’s holistic implications for
the industry.
Airbus AIGym
An online platform for co-innovation
using AI, the AIGym was set up by
Airbus to present challenges – real
business issues – the manufacturer
currently has. It looks to understand how
AI and machine learning can provide
solutions. The goal is to show how
collaboration, partnerships and the
sharing of data science can
solve aerospace industry
AI Level A: challenges. Participants
include companies,
Does a better job than research labs,
humans can, with no real universities,
detriment to human life, institutes and
individuals
finance or brand reputation. addressing
It is another way of looking at issues related
assisted intelligence. Little to helicopter,
satellite and
contraindication for use commercial
in ATM aircraft topics.
22 ISSUE 1 2020
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FREE TO ALL QUALIFYING READERS*
ISSUE 1 2020
Vertical
Management
beyond ATM integration
DRONE
Boeing SkyGrid
Launched in late 2018 as a joint venture
between Boeing and SparkCognition,
the new company focuses on urban
aerial mobility (UAM). Its software
platform is intended to ensure
safe and secure integration of
autonomous cargo and passenger
air vehicles within the existing
airspace. It claims to be the world’s
first AI and blockchain-powered
aerial operating system for
next-generation travel and transport.
AI is used in more than one capacity
in the overall solution. The functionality
provided includes:
n AI-based route planning for real-time
air traffic management
DRONE ZONE
n Inflight monitoring/alerting
for weather alerts, flight-path
modifications, autonomous
navigation and failsafe measures
n FAA flight-path approval integration
n Automated route approvals based
on current air traffic
n Dynamic rerouting due to weather
conditions, restricted areas
or emergencies
n Autonomous AI-driven cybersecurity
using anti-malware based on
machine learning to detect/block any
potentially malicious activity within
the network
n Intelligent deconfliction to support
rerouting due to changing
operating conditions
n Distributed airspace monitoring
to report any unexpected or
suspicious flight paths
AIR TRAFFIC MANAGEMENT
084/20
S NEWK
LOO
www.airtrafficmanagement.net
AI Level B:
Enables humans to do
their job better through
ZONE
augmented intelligence. Using
it carries a small risk to life,
finance and brand reputation,
but a human making the
final decision acts as a
sufficient failsafe
Inside New York’s
n Embedded predictive maintenance
using predictive AI analytics and
UAV test range
machine learning to determine when
vehicles should have a health check to
ensure safe operations
n Immutable blockchain records to
securely store flight and UAV data.
Qantas
Qantas plans to use AI in many aspects
of its business, including service
personalisation, biometrics, dynamic
pricing, revenue management, catering
waste reduction, predictive maintenance,
schedule and crew optimisation.
Biometrics trials have had successful
feedback from customers as the
technology reduces their time to traverse
the airport.1
Indra
Indra has a head of artificial
intelligence in its ATM business
unit, a strong statement about its
belief in this area. Late in 2019, the
company published an advertorial
in EUROCONTROL’s Skyway
Magazine discussing an upcoming
launch, planned for early this year, to
add AI to its IRTOS remote digital tower
platform. Its goal with this enhanced
AI
Are ATCOs
ready for artificial
assistance?
Scandinavia’s remote towers
AI
solution is to achieve a 90% accuracy rate
when detecting and classifying categories
of objects or events. For this to be
possible, state-of-the-art convolutional
neural network architectures “more
than 100 layers deep” are trained
with thousands of hours of airport
operations video. Only AI can handle
this amount of information.
Thales
Thales also has individuals focused on
machine learning. In January 2019,
the European Commission awarded a
three-year, €20m contract to a consortium,
led by Thales, to develop an AI virtual
platform to provide information about
potential AI uses and digitalisation to small
and medium enterprises in the EU.
The AI4EU (www.ai4eu.eu) consortium
includes 80 partners in 21 countries.
Although this project goes beyond
ATM, Thales does state that, as airspace
becomes more complex, AI and machine
learning will be required to ensure safety
and efficiency. This doesn’t necessarily
mean humans will no longer be involved
in these tasks. The shared vision is more
that AI can complement and/or enhance
human tasks. Off-loading low-value Q
AI Level C:
Artificial intelligence
is in control, with no
human failsafe. Although
there are features that can be
visualised for the future, a full
implementation of this type
of solution will likely never
happen in ATM
ISSUE 1 2020
Unifying African airspace
ISSUE 1 / 2020
XXXXX XXXXX
Covering the world’s most global industry since 1993
Using VTOL aircraft as air taxis will present challenges for
airspace management, writes Volocopter’s Jörn Jaeger
AIR TAXI!
How urban VTOLs
will drive airspace
A
ny discussion on the rise of urban
integration air mobility (UAM) as a concept,
and how to make air taxis a reality,
has to deal with integrating the different
classes of airspace that any vertical
take-off and landing (VTOL) aircraft
will encounter.
Volocopter developed the VoloCity,
an electric VTOL aircraft for passenger
transport, which can be certified
according to the EASA SC VTOL
Category Enhanced. This means it must
fulfil certification requirements of a
catastrophic failure condition of 10-9
(extremely improbable).
Volocopter conducted hundreds of
test flights with the first- and second-
generation aircraft, some of them publicly
in Europe, the Middle East and Southeast
Asia. The two most recent test flights
took place at Helsinki Airport and
in Singapore, pictured here.
Making it real
These steps – classification and testing
– are the first towards integrating VTOL
air taxi operations into urban airspace,
where they must be aligned with both
air traffic management (ATM) and
unmanned aircraft systems (UAS) Q
23 38 ISSUE 1 2020
Safer GA airfields
Bahamian
Rhapsody
With its colourful and varied airlines, the Bahamas is also home to rare aircraft types still
in daily scheduled service. Bernd Sturm reports on his experience island-hopping across
turquoise waters.
J
A typical Bahamian view ust 50 miles off the US east
from LeAir Charter’s Embraer
coast lies the vast island
EMB 110 Bandeirante.
ALL PHOTOS AUTHOR archipelago of the Bahamas.
While well established on
the tourist map with dozens
of flights arriving from the US and
Canada each week, it seems to be
overlooked by aviation enthusiasts
– unusually as the Bahamas offer
a wealth of small, colourful airlines
and increasingly rare aircraft types.
The hefty ticket price aside, it
seems that this is due in part to the
scarce information available about
the nation’s aviation scene. Airline
websites are often unavailable,
outdated or don’t provide information
about aircraft types in use, so a visit
requires a lot of research in advance.
The Bahamas consists of just under
700 mainly flat islands, islets and cays
and has a land area of 5,382sq miles
(13,939km²) spread over a vast swathe
of ocean. By far the biggest town is
Nassau – the nation’s capital – on
New Providence island. Its population
is around five times that of the next
largest settlement, Freeport, which
has 45,000 inhabitants.
With the country being spread
out across such an area, flying
plays a key role in the nation's
infrastructure. There are no fewer
than 65 airports scattered across
the archipelago, but only a handful
receive scheduled international
www.key.aero 53
flights – predominantly from the US
and Canada as well as neighbouring
Caribbean countries. Many of the
smaller airfields can only be reached
by private or chartered aircraft, but
as many as 19 receive scheduled
domestic links.
Runners and Riders
Major players in the region include
flag carrier Bahamasair, which
flies five ATRs and a quartet of
Boeing 737s, and Western Air, a
husband-and-wife-run company
formed in 2001. The latter uses seven
Saab 340As and four Embraer ERJ145s
on domestic and international routes.
However, the most interesting flying
is undertaken by a handful of smaller
domestic airlines plying routes to the
smallest and most remote airfields.
These carriers – Pineapple Air, LeAir
Charter, Southern Air Charter and
Flamingo Air – operate diverse fleets
of ageing commuter types on sectors
of around 20 minutes.
Nassau/Lynden Pindling-based
Southern Air Charter uses a pair of
Beechcraft 1900Cs on links to North
Eleuthera, Governor’s Harbour,
Deadman´s Cay, Stella Maris and
54 AIRLINER WORLD AUGUST 2020
Bahamasair operates four Arthur’s Town. LeAir Charter is also Flamingo Air is one of an incredibly
Boeing 737s, including three resident at the country’s largest hub, small number of airlines to field the
120-seat examples of the
serving Fresh Creek and Mangrove Beechcraft 99 Commuter. It boasts
-500 variant.
Cay on Andros Island as well as Great three examples while another is in
Harbour Cay – the largest and most storage having suffered a runway
northern of the Berry Islands. The excursion at Black Point just weeks
company’s fleet comprises a trio of prior to my visit. A trio of Cessna
Embraer EMB 110 Bandeirantes and a 402s supplement the Pratt & Whitney
sole Cessna 402C Utiliner. The latter is Canada PT6A-powered Commuters,
primarily used between the capital and stepping in when eight or fewer
Mangrove Cay but can be found on passengers are booked on to a flight.
other connections if demand is low. The firm’s network extends to Staniel
Conquest Air is the world’s
only remaining operator of
the radial-powered Convair
CV-340. It uses two former
US Navy C-131F Samaritans
to ferry cargo between
Miami-Opa Locka Executive
Airport and destinations in
the Caribbean.
Florida Air Cargo is one
of two airlines to use the
Douglas DC-3 on freight
routes between Nassau
and the contiguous United
States. This example, N271SE
(c/n 15676), was delivered to
the RAF as KN520 and later
flew with Derby Airways and
British Midland.

Cay and Black Point in Exuma, a
district of 365 islands, and Mangrove
Cay. It is the only small airline
offering flights from Freeport as well
as Nassau. A Beechcraft 99 is based at
the Grand Bahama facility, providing
rotations to Marsh Harbour and South
Bimini Airport.
The airline with arguably the most
Bahamian name – Pineapple Air
– currently flies the most diverse
fleet of the country’s lesser airlines.
It operates sole examples of the
Beechcraft King Air 100, Beechcraft
1900, EMB 110 and Short 360 from its
Nassau base. A second Bandeirante is
awaiting repairs after a landing gear
failure on touching down at Nassau
in October 2019.
Alongside scheduled operators,
there are several air taxi companies
that offer ad hoc and charter
flights using Piper PA-23 Aztecs
and PA-31 Navajo Chieftains as well
as Cessna 402s.
A diverse collection of cargo
operators add to the wealth of
lesser-seen types, flying numerous
daily freight runs from airports in
Florida. These include IBC Airways
and Skyway Enterprises, which
fly Saab 340s and Short 360s,
respectively. However, as with their
passenger equivalents, it is the smaller
carriers that provide real variety.
The smallest cargo airline to
frequent Nassau is Fort Lauderdale
Executive-based Aztec Airways, using
a pair of Pratt & Whitney R-985 Wasp
Junior-powered Beechcraft 18s on
links from the US mainland.
Douglas’ inimitable DC-3s also
criss-cross Biscayne Bay and the thin
strip of Atlantic Ocean that separates
the Bahamas from the contiguous
United States. Both Atlantic Air
Cargo and Florida Air Cargo use
the venerable type on services from
Miami-Opa Locka Executive Airport.
The former’s sole example, N705GB
Pineapple Air’s sole Short
360, C6-BUS (c/n SH3743),
has previously flown in
Indonesia, the United States
and the West Indies since
making its first flight on
July 19, 1988.
Nassau/Lynden Pindling
is the nation’s primary
aviation hub.
(c/n 13854), was first handed over to
the US Army Air Forces (USAAF) on
October 2, 1943 and has flown for the
company since 1996.
Conquest Air provides the greatest
amount of cargo capacity to the
island country. It holds the distinction
of being the world’s last commercial
operator of a radial-engined Convair
340. Formed in 2014, the company
has three former US Navy C-131F
Samaritans at its disposal. The
Pratt & Whitney R-2800 Double
Wasp-powered aircraft fly daily
schedules to Nassau and charter
flights to other Caribbean destinations.
Domestic flying in the Bahamas can
be best described as an adventure.
Bahamian airfields are often small
and underdeveloped, most of them
with poor if any navigational aids.
Furthermore, they can be subjected
to high winds, thunderstorms and
hurricanes while airlines battle to
maintain ageing aircraft flying in
an environment saturated with
corrosive salt water.
Unsurprisingly, accidents do
sometimes occur and the country
has a higher rate of gear-up landings,
runway excursions and forced
landings compared to the global
average. Thankfully, the majority
don’t result in injuries or loss of
life, but aircraft are often damaged,
repaired and returned to service.
As an indication of this, there have
been at least six incidents of this
kind with Flamingo Air alone over
the past decade, while Pineapple
Air and Southern Air Charter have
each suffered three and LeAir one.
The most recent accident occurred
on February 12, 2020, when
www.key.aero 55
A study of the Short 360’s
port Pratt & Whitney Canada
PT6A and six-bladed
Hartzell propellers as the
Belfast-built turboprop
travels between Nassau
and North Eleuthera.

56 AIRLINER WORLD AUGUST 2020

The ‘Shed’ is readied for
another hop between Flamingo Air Cessna 402C, C6-FLA
Bahamian islands. (c/n 402C0031), had a landing gear
collapse on touchdown at Marsh
Harbour Airport.

Arriving Before Departing

In principle, domestic flights
run according to a schedule, but
this is subject to daily changes as
rotations and timings are adapted to
suit demand. Additionally, while all
domestic destinations are advertised
as being flown non-stop, often two
services are merged to create a single,
triangular route when demand
for one destination is low. Limited
aircraft availability is also a factor,
causing schedules to serve as rough
guides rather than reporting accurate
departure times.
While one would expect that to
mean frequent and lengthy delays, it
is mostly the opposite way around.
Several of my flights left early, one
20-minute link even departed half an
hour before it was due to.
Consequently, I was disembarking
at my destination before the flight
should have left!
This way of operating justifies a
strict 45-minute check-in deadline
The Short 360’s
36-seat interior is one for the tiny domestic flights, ensuring
of the most distinctive in that all passengers will be present
commercial aviation. well in advance, allowing for an

Atlantic Air Cargo also

flies freight between Opa
Locka and Nassau using the
venerable Douglas DC-3.

www.key.aero 57
 Two Flamingo Air services
early take-off. There’s a small problem due to be operated by
with this procedure – the lack of Cessna 402s were combined
information. The domestic departure and a Beechcraft 99 Airliner,
C6-FLI (c/n U-165), rostered
board lists flight numbers and their on to the flight.
respective scheduled departure times
and isn’t updated – there’s no way of
knowing if a service is able to leave
early, is subject to a delay, or two
rotations have been merged into a
single, triangular route.
Further complicating matters,
boarding passes only show the first A view of the Beechcraft 99
airport the aircraft is due to land at, flight deck on final approach
even if it continues to a second. When to Black Point Airstrip.
flying to Grand Harbour via North
Eleuthera, my boarding pass only
listed the latter. I was advised to let the
crew know I was flying to the second
stop and to stay on board at the first
destination. After a day or two, you
quickly adapt to the Bahamian way of
flying and its quirks.

A Shed to Grand Harbour

The first of several domestic flights
took me from Nassau to Governor’s
Harbour, stopping at North Eleuthera.
Three carriers fly this route: Pineapple
Air and Southern Air Charter each
provide three daily flights, while
Bahamasair operates the link on
weekends. In principle they run
according to a set schedule, but this is
adapted to suit demand.
On slower days, flights are combined
to form a triangular Nassau-North
Eleuthera-Governor’s
Harbour-Nassau rotation.
Aircraft types are only assigned that
morning due to expected passenger
numbers, so checking at the airport
One of many beaches the
country has to offer. The
author whiled away the time
here with a picnic between
flights from Governor’s
Harbour on Eleuthera Island.
on the day of travel is the only reliable
source of information. As such, opting
to fly with Pineapple Air could mean a
trip on a Beech 1900C, Embraer EMB
110, King Air 100 or the Shorts SH.360,
while Southern Air Charter guarantees
you a seat on a Beech 1900C and
Bahamasair an ATR 42-600.
Keen to sample as many airlines as
possible, I chose Pineapple Air for the
outbound leg and Southern Air Charter
to return. It also meant two sectors
each way and spending five hours
exploring Eleuthera Island. However,
the main reason for my decision was
that Pineapple Air had rostered Short
360-300, C6-BUS (c/n SH3743), for that
day’s flight. Demand doesn’t usually
justify the Belfast-built 36-seater and it
is mainly used for charter work to other
Caribbean islands.
After buying the tickets just an hour

58 AIRLINER WORLD AUGUST 2020

 A Southern Air Charter
prior to departure, I headed to the Beechcraft 1900C
lounge and waited for boarding to operated the author’s
be called. flight back to the capital.
Don’t be too concerned when the
aircraft of choice is nowhere to be
seen on the apron as they taxi over
from the company’s premises just
before boarding. One engine was shut
down while the baggage was loaded,
and passengers took their seats.
Before long, we were taxiing out to
depart for the 20-minute hop to North
Eleuthera for a brief five-minute stop
before continuing to the tiny airport
at Governor’s Harbour.
The Short 360 – often nicknamed
the ‘shoe box’ or the ‘shed’ – is an
incredibly roomy aircraft with large
scenic windows, perfect for flying
across the blue and turquoise waters,
lush green vegetation and the rocky
coastlines of the Bahamas.
A bright yellow life raft was tied to
the floor in case of emergency and,
much to my surprise, music was
playing in the cabin. The time passed
too quickly before the Short’s trailing
link landing gear was lowered and the
tyres connected with terra firma.
With very basic infrastructure
available, baggage is unloaded by The Beechcraft C99’s belly to the gate. Today's flight took us first Flamingo Air in 2003 and is
hand and returned to passengers pod can hold up to 800lb to Black Point – arguably the most the company’s longest serving
of cargo, however the
through a gate in the fence beside increased drag reduces the challenging airport in the network fleet member. We boarded the aircraft
the terminal building. After visiting a cruise speed by 11kts. owing to its short, narrow airstrip and quickly after it had taxied from its
local shop selling alcoholic and soft the often-difficult wind conditions. remote stand to our gate.
drinks and fresh tuna sandwiches, Our steed, C6-FLI (c/n U-165), was a Sadly, the 35-minute flight across
I decided to walk to the nearby 1981-built Commuter and notable for scenic, colourful waters and islets was
Airport Beach – which is an almost being the first upgraded C99 model to blighted by dirty, scratched windows
untouched, mile-long stretch of white roll off the Wichita production line. spoiling the view. On approach
sand and clear, turquoise water – to It started life in Utah with to Black Point, we witnessed the
spend a couple of hours waiting for Transwestern Airlines, joining challenging conditions the airfield
my return flight aboard a Southern
Air Charter Beechcraft 1900C.
Grand Bahama Cornish Town
An early departure was expected as
everyone else booked on the flight USA Marsh Harbor
Hope Town
was already at the gate when I arrived. Freeport Abaco
There was barely enough time to sit
down before boarding Southern Air
Fort Lauderdale
Great
North
Charter flight PL409 to Nassau, again
via North Eleuthera. Ensuring we
MIAMI Bimini
Islands
Harbor
Cay
Berry
Atlantic
arrived at the Bahamian capital safe
and sound was 1990-built Beechcraft
Islands
Eleutheria
Ocean
Straits NASSAU
Nicholls Town Governor’s Harbour
1900C-1, N324SA (c/n UC-94). Like of
Florida New
the Shorts earlier, the Wichita,
Andros Town Providence
Kansas-built turboprop had a Arthur’s Town
Cat
well-worn interior reflecting the Andros Island
harsh conditions in which these old Island Fresh Creek New Bight
Congo Town Staniel Cay
aircraft operate. Mangrove Cay
Black Point

Southbound to Staniel Cay Georgetown

Stella Maris

Having skipped breakfast to be Long

Island
at the airport ready for the sales
counters opening at 5am, I was met
THE BAHAMAS Clarence Town
Deadman’s Cay

with the disappointing news that the Crooked Island

Great Bahama Bank Colonel Hill
option of flying on LeAir’s EMB 110
Bandeirante wasn’t available. I headed
over to see if anything had changed
at Flamingo Air; the previous
evening they were expecting the
Cessna 402 to be operating all the
following day’s flights. Fortunately,
Camaguey
they were combining two flights and
the larger capacity of the Beechcraft
Caribbean
CUBA
99 Commuter was now required. I Sea Holguin
quickly bought my tickets and headed

www.key.aero 59

is known for, with the C99 rolling
violently in the strong gales before
descending below the treeline,
touching down and braking hard on
the 2,620ft (799m) strip.
We backtracked down the runway,
vacated and parked in front of the tiny
wooden terminal building – if our
unsteady approach wasn’t sufficient a
reminder of Black Point’s challenging
conditions, then catching sight of
sistership, C6-FER (c/n U-164), was.
The Beech B99 had been stored at
the airport following its runway
excursion just weeks earlier.
Within minutes, the aircraft had
been turned around, and fresh faces
joined me for the five-minute,
low-level hop to Staniel Cay – a
popular tourist destination owing to
its beautiful beaches and the famous
swimming pigs that live close by. Well
developed, it serves as the transport
hub for the southern Exuma Islands,
thanks to the airport’s busy 3,031ft
60 AIRLINER WORLD AUGUST 2020
(924m) runway. Besides domestic
services and a large amount of
chartered and private traffic, Staniel
Cay even has a daily scheduled
international link, with Makers
Air Cessna 208B Grand Caravans
connecting the island to Fort
Lauderdale/Hollywood International.
While parked among a dozen
other aircraft, the Beech’s captain
took the welcome break to open his
cockpit window and catch up on the
latest news in a local paper. It’s these
small moments that make flying
in the Bahamas such a pleasant
and homely experience. After the
break we returned with a full load of
passengers to Nassau.
Bernd and the Bandit
After stepping off the Beech 99, I
headed straight for LeAir’s office to
see what flying opportunities they
had available that afternoon. To
my great joy, two flights had been
ABOVE LEFT • LeAir operates
a single Embraer EMB
110 Bandeirante,
C6-BTM (c/n 110412).
ABOVE • In contrast with
many other aircraft flown on
during the author’s visit, the
Bandeirante had recently
received a new interior.
The intimate nature of
many of the flights in the
region makes for a
special flying experience.
BELOW LEFT • The Beech
1900C’s King Air lineage
is clearly visible from
this angle of Pineapple
Air example, C6-KRC (c/n
UB-69). The 19-seater flew
the first leg of the author’s
trip home, from Nassau to
North Eleuthera.
BELOW • The modest
terminal facilities at
Andros Town/Fresh Creek.
combined resulting in a triangular
service connecting Nassau with two
other destinations also part of the
Andros archipelago, Mangrove Cay
and Fresh Creek, and it would be
flown using the carrier’s EMB
110 Bandeirante.
The 1982-built turboprop,
C6-BTM (c/n 110412), was, in stark
contrast to the other aircraft I’d
flown, immaculate inside and out.
Nicknamed ‘the bandit’ by locals, the
1-2 configured cabin had recently
been refurbished with seats proudly
wearing the company’s logo. Only
the completely analogue flight deck
betrayed the Bandeirante’s age. While
initially pleasant, the Bandit’s fuselage
does little to shield passengers from
the roar of the two Pratt & Whitney
Canada PT6As and space is limited
for everyone except those on the first
row who enjoy ample legroom.
The initial sector, to Mangrove Cay,
takes a mere 18 minutes, culminating
with a superb approach into the
tiny airfield. An equally scenic hop
onward to Fresh Creek was over
in just eight minutes. Our second
destination was more sophisticated
and serves Andros Town, the largest
settlement on the island. Around an
hour after setting off, we were back
where we started at Nassau’s Lynden
Pindling International Airport.
Homeward Bound
The Bahamian international
departure tax is comparatively
high, especially when flying via
the country’s two main gateways
– Nassau and Freeport – as it can
add as much as US$120 to the ticket
price. However, departing from one
of the few smaller airports offering
international connections can shave

as much as 60% off the tax. After a
spot of research and flicking through
the schedules, I discovered that
when leaving the country via North
Eleuthera, I would not only gain
another domestic flight almost paid
for by saving on the departure tax, but
would also pass through one of the
small wooden hut terminals I found
so appealing during my trip. As a
bonus, I’d continue avoiding Airbus
and Boeing by flying on another
Embraer type – an ERJ145.
I began the return journey as I’d
begun my time in the Bahamas, on a
Pineapple Air Beechcraft 1900C, this
time C6-KRC (c/n UB-69). The service
was completely sold out and sitting
in the rearmost bank of seats with a According to the World
perpendicular back rest to make room Bank, the population of the
Bahamas was estimated to
for additional cargo was quite an be 391,000 in 2019.
experience. I don’t think I’ve ever felt
more cramped in an aeroplane.
After 20 minutes, we touched down
in North Eleuthera where I would
connect to an Envoy Air ERJ145 for
my flight to Miami/International.
With two international flights
departing at the same time, I stood
struggling to comprehend the
chaos surrounding me. The
check-in area was around the
same size as a large hotel room, so
handling 100 passengers can be quite On September 1, 2019
a challenge. Having checked in and Hurricane Dorian struck the
passed through the equally Lilliputian Bahamas as a category 5
system with winds in excess
security checkpoint, I found that,
of 185mph.
due to a lack of space, the ‘departure
lounge’ was a portion of the apron
from where we would walk to board.
I would have loved to stay longer
and experience more of the wonderful
flying this amazing country has to
offer, but soon it was time to leave.
On the way back to Miami I
discovered one further perk to
departing via North Eleuthera instead
of Nassau – a magnificent view of
New Providence island en route
to Miami and onward to Frankfurt
aboard an Airbus A340-600.
Looking back, there are few places
worldwide where one can witness
such a diverse selection of unusual
flying operations, beautiful
landscapes and rare aircraft. I am
lucky to have been able to fly 11
domestic flights aboard five different
and uncommon types in just three
days. Thanks to the Bahamas for
conserving such a unique aviation
gem in the Caribbean for aviation The country has an area of
5,382 sq miles (13,939km²).
enthusiasts to discover.
www.key.aero 61
 Menorca Pos tcard f rom

With the COVID-19 lockdown having put paid to their family’s annual trip to
Menorca, Andrew and Melvyn Morley delve through their archive to share a
selection of previously unseen images of 1990s aviation on the Spanish island.
Flying Colours operated
a dozen Boeing 757-200s
between February 1997
and March 2000.
This example, G-FCLD
(c/n 28718), is seen on a
turnaround at Menorca.
The jet later flew for JMC
Airlines and Thomas
Cook Airlines before
undergoing freighter
conversion and joining
India’s Blue Dart Aviation
in October 2014.

Air 2000 received its

maiden Airbus A320
on April 11, 1992 and a
second, G-OOAB
(c/n 292), joined the
fleet 11 days later. The
jet wears the company’s
Landor-designed livery
first introduced in 1996.

Airtours used seven

Boeing 757-200s
to transport UK
holidaymakers to and
from destinations across
Europe and North Africa
between 1993 and 2002.
This former Eastern Air
Lines example, G-MCEA
(c/n 22200), served
with Airtours and later
MyTravel Airways
from 1995 until it was
scrapped at Lasham,
Hampshire in 2005.

62 AIRLINER WORLD AUGUST 2020

Netherlands-based Denim
Air leased six Bombardier
DHC-8-Q300s to Spanish
regional carrier, Air
Nostrum, between 2001
and 2010, among them
PH-DMW (c/n 573). Five of
the turboprops, including
PH-DMW, were acquired
by the US Department
of State and used in
Afghanistan, having been
equipped with missile
warning receivers and
flare launchers.

AirUK Leisure was the

first British airline to
operate the Boeing
737-400, receiving its
initial example in October
1988. A fourth specimen,
G-UKLD (c/n 24232), was
delivered in 1991 and flew
with the company until
its closure in 1999, later
flying with KLM Royal
Dutch Airlines, Italy’s
Air One and finally Aero
Contractors of Nigeria.
It was stored in Amman,
Jordan in 2015.

Virgin Sun was one of

the UK’s shorter-lived
operators, flying a trio
of Airbus A320s and
a sole A321 on links
to destinations in the
Mediterranean as well
as the Canary Islands
from May 1999. The
charter carrier was closed
in October 2001 after
failing to meet financial
expectations and later
sold to Air 2000.

Private Jet Expeditions

was originally formed in
Wichita, Kansas but was
purchased by Spanish
consortium Oasis Group
– which also owned
Madrid-based Oasis
Airlines – in 1993. The
US carrier’s McDonnell
Douglas MD-83s were
drafted in to provide
additional capacity
during the European
summer seasons prior
to the collapse of both
carriers in March 1995.

www.key.aero 63
 Monarch Airlines
Sun and Reign
Much missed by enthusiasts
and holidaymakers alike,
Monarch was a staple of the UK
airline scene for five decades.
Charles Woodley charts the
history of the Luton-based
bucket-and-spade supremo.

64 AIRLINER WORLD AUGUST 2020

D
uring the second half
of 1966, British Eagle
International Airlines
directors Bill Hodgson and
Don Peacock were working
on plans to establish their own aircraft
maintenance and overhaul company
to serve smaller airlines that didn’t
have the resources to carry out this
work in-house.
Airline Engineering was formed
in January 1967 with Hodgson and
Peacock becoming the managing
director and technical director
respectively. Talks with prospective
customers led to the discovery there
was insufficient capacity to fulfil the
requirements of the fast-growing
inclusive tour business and that
Cosmos Tours in particular were
looking for the additional seats for its
1968 programme.
Spotting an opportunity, the Airline
Engineering management set up their
own airline to provide those seats
and on June 1, 1967 Monarch Airlines
was established with captain
A J Burridge as its chief pilot and
financial backing provided by the
Swiss-based Mantegazza family
– owners of Cosmos Tours. The new
carrier needed a base in the south of
England, and Luton was identified as
being able to offer accommodation for
both the airline and its engineering
base. It also had a catchment area of
some 20m inhabitants and excellent
motorway links to the Midlands and
the north of England. London-based
passengers were to be provided with
express coach connections to a bus
terminal, which Monarch would set
up in Tottenham Court Road.
With a base selected, the next
decision concerned the choice of
aircraft. Two Bristol Britannia
300s, G-AOVI (c/n 12926) and
G-AOVH (c/n 12925), were
acquired from Caledonian
Airways and painted
in a smart yellow,
white and grey
livery. The Bristol
Proteus-powered
airliners were
configured with
ALL MEMORABILIA
IMAGERY COURTESY
OF ANDREW AND
MELVYN MORLEY
Monarch Airlines’ 143-seat interiors and arrived in
sole McDonnell February and April 1968 respectively,
Douglas-built
airliner, DC-10-30 in readiness for the forthcoming
G-DMCA (c/n 48266), summer season. A proving flight from
was acquired from Luton to Madrid was flown on April 5
Zambia Airways in 1996. before the company began fulfilling
Scrapped at Manchester
Airport in 2003, its tour contracts for Cosmos. Any spare
forward fuselage has been capacity was consumed by ad hoc
preserved at the northwest charter flights and by the end of its
hub’s Runway Visitor Park.
AIRTEAMIMAGES.COM/
first full year Monarch had carried
CHRIS SHELDON around 119,000 passengers.
The collapse of British Eagle in
November 1968 gave the fledgling
carrier the opportunity to purchase a
further four Britannias and increase
its workforce. It also gained a Ministry
of Defence (MOD) contract for cargo
flights between Royal Air Force (RAF)
stations at Brize Norton, Oxfordshire
and Lyneham, Wiltshire, and Perth,
Australia. As the Luton-based airline
entered a new decade, its work had
diversified to include Hajj pilgrimage
flights on behalf of Ghana Airways
and further trooping flights – to Aden
and West Germany – on behalf of
the MOD. Inclusive tour-flying for
www.key.aero 65

Cosmos remained the company’s
bread and butter work, while ad hoc
charters took the Britannias to the Far
East, West Africa and Guyana.
From Bristol to Boeing
Eight Britannias were in service
for the summer of 1970 and during
the early part of that decade their
utilisation was boosted by day-trip
charters on behalf of Clarksons Travel
Group. The Britannias flew from
Manchester to Beauvais for excursions
to Paris and Rotterdam to visit the
Dutch bulb fields. While they had
proved themselves to be capacious
and versatile, the Filton-built fleet was
beginning to show its age.
Monarch joined the jet age on
September 15, 1971 when it accepted
former Northwest Orient Airlines
Boeing 720B, G-AZFB (c/n 18381). The
jet was handed over at a ceremony in
Minneapolis, Minnesota and arrived
at Luton two months later, having
been modified to accommodate
170 passengers. It flew its first
service for the Bedfordshire-based
firm on December 13, transporting
holidaymakers to Tunis for some
winter sun. Further 720s would join
the company between 1971 and 1974
with Britannias being phased out as
they arrived.
Monarch again benefited from one
of its rivals ceasing operations in 1974
when fellow Luton resident, Court
Line Aviation, collapsed that August. A
BAC One-Eleven 500 was purchased
from the failed airline’s administrators
to operate Court Line’s planned 1975
summer flying programme from
Bristol. The same year, transatlantic
services were introduced with a series
of charters from Birmingham to
Toronto and Vancouver – the Boeing
720’s short range and runway length
at the Midlands hub meant a fuel
stop at Gander, Newfoundland was
required on the westbound leg. A year
of firsts, Monarch also concluded
passenger services with the venerable
Britannia in 1974. The carrier’s last
example, G-AOVT (c/n 13427), flew
its final connection for the company
from Luton to Basel, Switzerland on
66 AIRLINER WORLD AUGUST 2020
The carrier received its first
Bristol Britannia in early
1967. It went on to operate
11 examples of the type,
of which two have been
preserved – G-AOVT is on
display at Imperial War
Museum Duxford as part of
the Duxford Aviation Society
Collection while G-AOVF is
part of the RAF Museum’s
collection at Cosford and
is painted in RAF Transport
Command colours as XM497.
AIRTEAMIMAGES.COM/
CARL FORD
Britannia 308F, G-ANCF
(c/n 12922), was acquired
from the ashes of British
Eagle in 1968. It was the
only freighter operated
by Monarch Airlines
during its 49-year history.
AIRTEAMIMAGES.COM/
THE SAMBA COLLECTION
Monarch Airlines entered the
jet age with the acquisition
of two former Northwest
Orient Airlines Boeing
720Bs in 1971. The first,
G-AZFB (c/n 18381), arrived
that November. KEN FIELDING
The carrier fielded three
BAC One-Elevens during
the 1970s and 1980s.
AIRTEAMIMAGES.COM/
THE SAMBA COLLECTION
October 9, although it was quickly freight use before being returned in
returned to flying duties four days March 1975. It was flown to its final
later when required to stand in for resting place – Imperial War Museum
The collapse of Court Line, an unserviceable Hawker Siddeley Duxford – for preservation on June 29,
another airline resident
at Luton, in 1974 enabled Trident. Ultimately, the Luton-Lisbon 1975, arriving during an air display at
Monarch to purchase its link, fulfilled on behalf of Northeast the historic Cambridgeshire airfield.
first BAC One-Eleven 500. Airlines, became Europe’s last The Britannia era officially ended
It was initially based at Britannia-operated passenger service on December 20, 1975 with the
Bristol operating the failed
carrier’s summer schedule. This specimen was briefly leased phasing out of series 308F, G-ANCF
KEN FIELDING to Invicta International Airlines for (c/n 12922). The Proteus-powered
A pair of former American
Airlines Boeing 707-100s
were briefly used on
inclusive tour flights to St
Lucia in the Caribbean.
AIRTEAMIMAGES.COM/
THE SAMBA COLLECTION
Four 737-300s were initially
leased out to Air France and
Lufthansa’s joint venture,
Euroberlin France.
This number peaked at ten
examples between 1990 and
1991. AIRTEAMIMAGES.COM/
CARL FORD
A pair of brand new Boeing
737-300s was acquired from
the manufacturer in 1987.
AIRTEAMIMAGES.COM/
CARL FORD
Only Eastern Airlines and
British Airways had accepted
Boeing 757-200s when
Monarch’s first example
was handed over on
March 21, 1983.
AIRTEAMIMAGES.COM/
CHRIS SHELDON
freighter had been acquired from
British Eagle following its collapse
and was deployed on MOD cargo
contracts to Adelaide. Airline
Engineering’s experience caring
for the big turboprop brought in
work from other operators and the
company overhauled Britannias
belonging to African Safari Airways,
Cubana and International Aviation
Services. During autumn 1975, the
RAF’s redundant but well-maintained
examples passed through the
company’s Luton hangars as they
underwent cargo conversion for
carriers such as Aer Turas and Gemini
Air Transport.
Broader Horizons
Keen to expand its domestic
presence, an inaugural tour route from
Birmingham to Monastir, Tunisia
took place on April 3, 1975 with
additional bases at Bristol and East
Midlands opening a fortnight later. A
second One Eleven 500 was leased
in as passenger numbers surpassed
750,000 annually. For the summer of
1976 Monarch’s fleet consisted of three
One-Elevens and three Boeing 720Bs.
They were briefly joined by a pair of
former American Airlines Boeing 707s
in 1978. These had been acquired for
inclusive tour flights to St Lucia but
were disposed off after a year.
After 11 years at the helm, founders
Bill Hodgson and Don Peacock both destinations on behalf of West the third carrier – and the first charter
stepped down during 1979. Control German tour operators. The first airline – to sign for the type, following
was handed over to Alan example arrived in September 1980 Eastern Airlines and British Airways.
Snudden, former Dan-Air and an option for a third jet was later Powered by Rolls-Royce RB211s, the
Services managing director. exercised, enabling the airline to shed airliners were configured to seat 228
That same year, Monarch some of its 720Bs and One-Elevens. passengers in a six-abreast, single
transported more than a That summer, the firm was serving 75 class cabin, and an initial example,
million passengers for the destinations from UK airports and a G-MONB (c/n 22780), arrived in March
first time. further 17 from West Berlin. 1983. It would become the airline’s
With a new decade came longest serving 757. Flying with the
Monarch’s first order for Going Boeing company until November 2008, it was
brand new aircraft – a Another order came hot on the sold to FedEx Express, with whom it
pair of 130-seat Boeing heels of the 737-200 commitment as still flies today as N935FD, .
737-200s to be based Monarch penned a second deal with Alongside the 757s, Monarch had
at Berlin/Tegel with Boeing, this time for four 757-200s. also opted to acquire two 737-300s,
routes to Mediterranean The Luton-based company was only bringing the total purchase to
www.key.aero 67
around £70m at list prices. The new
arrivals brought with them a fresh
corporate identity, featuring a grey
underbelly, black and yellow cheatlines
and the firm's crown logo on the tail.
The last BAC One-Eleven was retired
in October 1985 and, for the first time
in its history, fielded an all-Boeing
fleet; by the beginning of the 1986
summer season, it had six 737-200s,
ten 737-300s and two 757-200s.
Changes in government licencing
attitudes made it possible for charter
airlines to offer flight-only fares to
holiday destinations. From spring
1985, Monarch was permitted to
operate scheduled links to Malaga,
Menorca and Tenerife under the
Monarch Crown Service banner. The
first of these services, from Luton
to Menorca, was launched on July
5, 1986 and in subsequent years the
route network would be expanded to
include Palma, Alicante and Gibraltar.
Incredibly popular, the rotations
RIGHT • This Airbus A321ceo,
G-OZBI (c/n 2234), was used
in the filming of ITV2 reality
television programme
CelebAir and wore titles to
promote the show during
2008. AIRTEAMIMAGES.COM/
JAN SEVERIJNS
BELOW RIGHT • The carrier
entered a partnership with
record label HedKandi on
flights to Ibiza in 2007. Two
Boeing 757-200s, G-MOND
(c/n 22960) and G-MONJ
(c/n 24104), wore billboard
titles and special tail motifs
to mark the tie-up. FLICKR
COMMONS/DAVID REID
BOTTOM • Four Airbus A300-
600s were ordered in 1988
and triggered a shift from
Boeing aircraft. More Airbus
types in the form of A320s,
A321s and A330s would all
join the fleet within the next
12 years. AIRTEAMIMAGES.
COM/DEREK PEDLEY

affected the airline’s traditional The aircraft could also be deployed on

inclusive tour work. In 1968, around
95% of passengers had booked
through Cosmos, however, by 1987
this had fallen to just 10%.
Widebody Ambition
Monarch began its long association
with Airbus in 1988, signing a deal for
four A300-600Rs in 1988. Delivered
in 1990 and 1991, the General Electric
CF6-powered, twin-aisle jets were to
be used in a 361-seat configuration
on busy Mediterranean connections
from Gatwick, Luton and Manchester.
long-haul tour flights to the Far East,
Africa and the United States.
Having made major aircraft
acquisitions and boasting a growing
fleet, Monarch needed larger, more
modern engineering facilities.
New hangars had been completed
at Luton in 1986 with others coming
online in 1993, enabling six aircraft
to receive attention simultaneously.
Further investment at the Bedfordshire
base came in the form of a £6m 757
simulator while a second engineering
outpost would be established at

68 AIRLINER WORLD AUGUST 2020

Manchester in 1996. The dual bay
hangar could accommodate a
widebody and narrowbody
aircraft contemporaneously.
It took full advantage of new
extended-range twin-engine
operational performance
standards (ETOPS) from May
1988. On the first of the month,
757-200ER, G-MONJ (c/n 24104),
undertook the company’s first
transatlantic service – between Luton
and Orlando with a technical stop at
Gander, Newfoundland – since the
phasing out of its 720Bs.
From that November, four
Boeing 737-300s were leased to
Euroberlin France – a joint venture
between Air France and Lufthansa
with the former holding a 51% stake.
The jets were provided on a wet lease
basis with Monarch also providing
flight crews and maintenance through
its engineering subsidiary. The
arrangement would grow to seven
examples by 1990 and peaked at ten
737s during the 1990-91 winter season.
The company’s Airbus portfolio
grew in number during the 1990s
as 180-seat A320s replaced the
Boeing 737-300s while A321s were
acquired in 1997 for flights from
Birmingham. Demand continued to
grow and, to encourage loyalty from
its passengers, Monarch launched its
Crown Advantage frequent-traveller
programme in September 1995. Points
were accumulated each time a flight
was made and these could be traded
in for a higher free baggage allowance,
admission to executive lounges or
discounted car parking at airports.
To increase the airline’s transatlantic
offering, a pair of A330-200s was
added and rostered on to services from
Gatwick and Manchester to Orlando,
Jamaica, Cuba, Las Vegas and the
Dominican Republic. The Rolls-Royce
Trent 700-equipped widebodies were
the first Monarch aircraft to be fitted
with a two-class cabin – seats in the
premium cabin were available for a
£30 supplement and boasted around
40% more legroom than the economy
seats on the other side of the bulkhead.
Other benefits included upgraded
meal choices, free drinks and priority
check-in and baggage privileges.
Low-Cost Competitors
A close eye had been kept on
quickly expanding low-cost carriers
including easyJet. An expanded
base was launched at Gatwick in
May 2003, offering scheduled flights
to Alicante, Faro and Malaga. Other
changes designed to bring the airline’s
business model closer in line with
no-frills rivals included introducing
charges for food and drink.
An overseas base was opened at
Malaga with an A320 stationed at the
Costa del Sol outpost for flights to
Aberdeen, Blackpool and Newquay,
but the new routes were unsuccessful
and the project was abandoned
within two years.
A MyTravel Airways (later
Thomas Cook Airlines)
767-300ER, G-DIMB (c/n 28865),
was brought in on a five-year
lease to supplement the A330s on
long-haul routes in 2005.
The move came ahead of an order
for six Boeing 787-8 Dreamliners due
to enter service in 2010. This was
extremely optimistic and delays in
the aircraft’s development led to
deliveries being postponed until
2013. Monarch cancelled the
order in September 2011.
Monarch made an unusual
appearance on UK television
screens during autumn 2008 as
one of its Airbus A321s, G-OZBI
(c/n 2234), masqueraded as CelebAir’s
aircraft for an ITV2 series of the same
name. The reality TV show took an
11-strong cast of celebrities into the
skies and tested their abilities as
members of cabin crew on
fare-paying Monarch services from
Gatwick to Tenerife/South, Faro,
Malaga, Ibiza, Larnaca and Alicante.
The eight-week long series was
eventually won by former So Solid
Crew singer, Lisa Maffia.
Monarch ditched its yellow
and black cheatlines
when it unveiled a new
livery in 2002.
AIRTEAMIMAGES.COM/
KEITH BLINCOW
Boeing 767-300ER, G-DIMB
(c/n 28865), was leased
from MyTravel Airways
(later Thomas Cook Airlines)
between 2005 and 2010.
AIRTEAMIMAGES.COM/
IRFAN CALISKAN
A shift towards a no-frills
business model was
completed with this revised
livery in 2011. MARTIN
NEEDHAM
Financial Challenges
After achieving many years of
profitable operation, the Monarch
Group – the parent company of
Monarch Airlines and Cosmos
Holidays – reported a pre-tax loss of
£32.3m for the year ending October
31, 2009.
Fortunately, the owners, the
Mantegazza family, stepped in with
a cash injection of around £45m and
Monarch Airlines was able to continue
operating with a focus on scheduled
flights to leisure destinations. New
routes were launched to destinations
in Egypt, Turkey and Greece and the
airline was able to announce a profit
for 2010. By the following November,
Monarch was in trouble again,
reporting losses of £45m. A financial
injection was forthcoming once more
and the firm was able to continue
expanding, opening new routes in
2012 and acquiring two more A320s.
The light at the end of the tunnel
appeared to be shining brightly as the
company posted a profit in November
2013 and a month later the carrier
unveiled ambitious expansion plans
centred around an order for 60 new
aircraft due to be delivered by 2024.
Boeing was selected as the preferred
www.key.aero 69
bidder at the 2014 Farnborough
International Airshow and a deal for
30 737 MAX 8s worth US$3.2bn at list
prices was signed soon after.
Deliveries were due to start in
2018, but before a maiden MAX
had been accepted, the agreement
was increased to 45 aircraft in
2017 at a cost of US$1.7bn. The
upbeat announcement was soon
overshadowed as the airline disclosed
news of a strategic review of its
operations. All was not well.
One of the first of the cost-cutting
measures called for the closure of
its East Midlands base. Additional
financing was required but the
Mantegazza family declined to
continue funding the company.
On October 24, 2014, shortly before
Monarch’s operating licence was due
70 AIRLINER WORLD AUGUST 2020
for renewal, the firm was acquired
by financial turnaround specialist,
Greybull Capital for a nominal sum
Under the terms of the takeover
Greybull Capital would own 90% of
the stock, with the remaining 10%
being held by the airline’s pension
fund. Greybull would provide access
to £125m of new capital but Monarch
would have to reduce its fleet from 42
to 34 and renegotiate leases on ten jets.
A renewed focus on short-haul
scheduled services meant it shed its
long haul and charter operations,
leading to the A300’s retirement and
the A330-200s being returned to
the lessor. While the latter type went
with a whimper, Monarch offered a
special farewell flight from Gatwick to
Birmingham on its last A300, G-OJMR
(c/n 605) on April 13, 2014.
Passenger numbers declined during
2015 and on September 25, 2016
rumours of the company’s impending
bankruptcy began circulating
However, crisis was averted as
£165m in additional funding was
secured. Initially thought to have
come from owners Greybull Capital,
the investment had in fact come in the
form of a loan from Boeing, anxious to
protect its US$4.9bn 737 MAX order.
A year passed and Monarch’s type
A licence was once again due for
renewal. It became obvious that
the airline could not continue, but
the Civil Aviation Authority (CAA)
extended its payment deadline by 24
hours to prepare a repatriation effort
before the news broke. Monarch
tripled its fares overnight to deter any
new bookings and at 4am on October
A former Pegasus Airlines
Boeing 737-800, G-ZBAV
(c/n 40874), was leased
from Air Lease Corporation
in May 2017 and became
the airline's last aircraft
acquisition. The 186-seat
jet was used for crew
familiarisation ahead of 737
MAX 8 deliveries, scheduled
to start the following year.
ANDREW MORLEY
A final update to the
company’s corporate
identity was made in the
latter half of 2012.
MARTIN NEEDHAM
2, 2017 the CAA confirmed that Several Qatar Airways
Airbus A320-200s were
Monarch Airlines and its subsidiaries used in repatriation efforts
had ceased trading. The company’s following Monarch Airlines’
final service, flight ZB3785 from Tel collapse. This example,
Aviv to Manchester, had landed just A7-LAF (c/n 6646), is framed
against stored former
31 minutes earlier. At the time of its Monarch jets on departure
collapse, the Monarch fleet comprised from Birmingham Airport.
25 A321-200s, nine A320-200s and a AIRTEAMIMAGES.COM/
sole Boeing 737-800 – the latter, leased DAVE STURGES
from Air Lease Corporation, had been
taken on in readiness of the first MAX.
Prior to the fall of Thomas Cook
Airlines on September 23, 2019,
Monarch was the largest UK airline
to cease operations. Around 110,000
of its customers were overseas at the
time, leading to what was then the
UK’s largest peacetime repatriation. The company’s final three
Overnight, a fleet of aircraft equivalent Boeing 757-200s were
to the UK’s fifth largest airline was retired in November 2014.
MARTIN NEEDHAM
assembled from 15 carriers. Aircraft
ranged in size from 737-300s to
747-400s, drawn from a range of
operators including Qatar Airways, Air
Transat, Wamos Air and Titan Airways.
Among the factors attributed to
Monarch’s downfall were its decision
to concentrate on short-haul flights,
bringing it into direct competition
with low-cost specialists such as
easyJet and Wizz, fuel price increases
at a time of declining revenue and
terrorism deterring tourism. The
company’s maintenance subsidiary,
Monarch Aircraft Engineering,
survived the collapse. It was acquired
by Greybull and continued trading
until it entered administration on
January 4, 2019 owing to a burden of
inherited debt and several customers
ending their contracts.

www.key.aero 71
 Gang
Last of the

Attention had turned to the aircraft’s exterior, with the fore starboard fuselage
having been painted prior to the regional government
stopping any further restoration work in June 2019.

Dirk Grothe shares images of Son San

Juan’s sole surviving Convair CV-990
Coronado, former Spantax example EC-BZO
(c/n 030), which has been in storage at Palma
de Mallorca airport since the late 1980s.

The jet's flat tyres mean it is very difficult to move the CV-990 from its current position at While the aircraft’s interior has fared badly over the past 33 years, the interior has been restored by Amics de Son Sant
Son San Juan Air Base, on the eastern edge of Palma de Mallorca Airport. Joan and used for television and film work.

72 AIRLINER WORLD AUGUST 2020

g
The aircraft has been battered by the Menorcan Just 37 Convair CV-990s
weather for more than a quarter of a century. were built.

S
pantax was famed for its use The company’s first jet airliner, chief executive, was nicknamed
BELOW • Just one
of Convair’s gas-guzzling ten examples were acquired from Coronado survives
as the ‘King of the Coronados’ and
speed machine. During a American Airlines between 1967 and from Spantax’s once described the Convair quad-jet as ‘the
20-year association with 1972. By the time four ex-Swissair 12-strong fleet of Maserati of the air’.
the CV-990 Coronado, the variants were purchased in 1974, General Electric CJ805- Well aware of the type’s
powered quad-jets.
now-defunct Spanish charter carrier Spantax had asserted itself as Three other examples unquenchable thirst for kerosene,
fielded 14 examples of the San Diego, Europe’s largest CV-990 operator and of the type survive in the General Electric CJ805-powered
California-built jet, equating to more the second biggest behind launch preservation around juggernauts were refitted with
the world.
than a third of the type’s entire customer American Airlines. Rodolfo 149 seats in the cabin – the type’s
ALL PHOTOS DIRK GROTHE
production run. Wright Bay, Spantax’s founder and UNLESS STATED densest configuration – while the

The aircraft’s flight deck has been raided by souvenir hunters and its cockpit windows have been shot at. The centre The flight deck still requires considerable attention to return it to its former glory.
console has been restored using items from other CV-990s.

www.key.aero 73
 Spantax flew 14 Coronados, including ten former American Airlines jets and four acquired from Swissair.
The Spanish holiday carrier was Europe’s largest operator of the San Diego, California-built type and second
only to American Airlines globally. REINER GEERDTS

While much faster than its contemporaries and more modern commercial airliners, the Convair 990 used around twice Just two Spantax Coronados were painted in the later livery; EC-BQQ (c/n 34) and
as much fuel as the Boeing 737-200 despite carrying a similar number of passengers. MELVYN MORLEY EC-BZO (c/n 030).

74 AIRLINER WORLD AUGUST 2020

 The Amics de Son Sant Joan group had hoped to restore the aircraft and place it on display by Palma de Mallorca’s
terminal building, but this now seems unlikely.
pilots were instructed to fly at lower
cruising altitudes to reduce fuel burn.
Speaking to Aviation News in 2019,
former CV-990 captain Jose Parejo
stated: “On the Las Palmas-Bergen
[rotation], the Coronado consumed
twice as much [fuel] as the Boeing
737-200 carrying a similar number
of passengers… To fly a [CV-990]
Coronado was almost like towing a
fuel truck behind us.”
After two decades gracing European
skies, Spantax called time on its
Maseratis and the 12 jets were parked
up close to its Palma de Mallorca
maintenance base following a final
revenue service on April 6, 1987.
Having struggled to find an
affordable, more efficient successor
to the Coronado, Spantax collapsed
within 12 months. While its Boeing
737-200s, Douglas DC-8s and
McDonnell Douglas DC-10s were
acquired by other airlines and its
McDonnell Douglas MD-83s were
returned to the lessor, its dozen
Coronados would be scrapped. With
one exception: EC-BZO (c/n 030).
After more than a quarter of a
century in the Balearic sun, a group
Two anti-shock bodies were added to the upper trailing edge of each wing to reduce
transonic drag.
Spantax co-founder
and chief executive,
Rodolfo Bay Wright,
was nicknamed the
Coronado King for his
association with the
Convair type.
ANTONIO CAMARASA
A safety card found on
board EC-BZO.
of aviation enthusiasts known as the
Amics de Son Sant Joan began
restoring the aircraft in 2017, starting
with its interior. Once the cabin had
been completed, the team’s attention
shifted to the jet’s exterior and
repainting started with the starboard
side of the fuselage. However, the
regional government halted all work
to improve the aircraft’s condition in
June 2019. What many had hoped
would secure the future of EC-BZO, it
appears to be a brief reprieve for the
1962-built example of the world’s
fastest subsonic airliner.
www.key.aero 75
 Airliner
Deliveries
The latest
commercial
aircraft
deliveries from
manufacturers
and lessors.

Maleth-Aero has deployed

a second former Virgin
Atlantic Airways Airbus
A340-600, 9H-NHS
(c/n 736), on services
between Bournemouth
and locations in China,
transporting personal
protective equipment on Air Falcon [-/FPK ‘FEATHER’] ex N154ZV, reg’d 08.05.20, bf Callidus
N154GL Beech 1900D UE-154
behalf of the UK’s National AP-BNZ 737-300(F) 27713 ex N640SW, dd 27.05.20 Capital Corp
China Eastern Airlines [MU/CES ‘CHINA EASTERN’] N165YV Beech 1900D UE-165 reg’d 07.05.20, bf Callidus Capital Corp
Health Service (NHS).
B-5826 737-700 39313 ex N1796B, dd 05.05.20, lsd fr CES Leasing ex N47542, reg’d 08.05.20, bf Callidus
V1IMAGES.COM/ N178YV Beech 1900D UE-178
Capital Corp
ALEKSI HÄMÄLÄINEN Genghis Khan Airlines [9D/NMG ‘TIANJIAO AIR’]
ex N184YV, reg’d 07.05.20, bf Callidus
B-606A ARJ21 132 ex B-001L, dd 01.05.20 N184UX Beech 1900D UE-184
Capital Corp
Loong Air (Zhejiang Loong Air) [GJ/CDC ‘LOONG AIR’] ex N192YV, reg’d 07.05.20, bf Callidus
B-30DH A320neo 9424 ex B-007D, dd 28.02.20 N192GL Beech 1900D UE-192
Capital Corp
SF Airlines [O3/CSS ‘SHUN FENG’] ex N195YV, reg’d 08.05.20, bf Callidus
N195GL Beech 1900D UE-195
N236SA 757-200 33100 ex G-OOBE Capital Corp
N237SA 757-200 33101 ex G-OOBF, ferried GYR-ICN 27-28.05.20 ex N201YQ, reg’d 07.05.20, bf Callidus
N201GL Beech 1900D UE-201
Air Canada [AC/ACA ‘AIR CANADA’] Capital Corp
C-GJXW A220-300 55082 dd 22.05.20, fleet #105 ex N202ZK, reg’d 07.05.20, bf Callidus
N202UX Beech 1900D UE-202
C-GJXY A220-300 55083 dd 29.05.20, fleet #106 Capital Corp
C-GKEJ CRJ200 7269 ex N577ML, reg’d 26.05.20, std Marana ex N208YV, reg’d 07.05.20, bf Callidus
N208GL Beech 1900D UE-208
Air Tunilik [-/-] Capital Corp
ex N210UX, reg’d 08.05.20, bf Callidus
C-FODT DHC-3T 218 ex CF-ODT, reg’d 14.05.20 N210GL Beech 1900D UE-210
Capital Corp
Elk Island Air [-/-] ex N211UX, reg’d 08.05.20, bf Callidus
C-GAEB DHC-2 Mk.I 703 ex 53-7895, reg’d 11.05.20 N211GL Beech 1900D UE-211
Capital Corp
McMurray Aviation (W M K Holdings) [-/-] ex N219YV, reg’d 08.05.20, bf Callidus
C-GLPJ Beech 1900C-1 UC-139 ex N506RH, reg’d 05.05.20 N219GL Beech 1900D UE-219
Capital Corp
Nordplus 1988 Ltée [-/-] N220GL Beech 1900D UE-220 ex N220YV, reg’d 08.05.20
C-GLCO DHC-3T 420 ex N17681, reg’d 21.05.20 N231YV Beech 1900D UE-231 reg’d 07.05.20, bf Callidus Capital Corp
Pacific Coastal Airlines [8P/PCO ‘PASCO’] ex N240YV, reg’d 08.04.20, bf Callidus
N240GL Beech 1900D UE-240
C-GSWV Beech 1900D UE-141 ex N847CA, reg’d 28.04.20 Capital Corp
AeroLogic [3S/BOX ‘GERMAN CARGO’] ex N245YV, reg’d 07.05.20, bf Callidus
N245GL Beech 1900D UE-245
Capital Corp
D-AALO 777F 66085 ex N1788B, dd 07.04.20, lsd fr/op for DHL
ex N247YV, reg’d 07.05.20, bf Callidus
Bestfly [-/-] N247GL Beech 1900D UE-247
Capital Corp
ex F-WNUD, dd 14.05.20, lsd fr ACIA Aero ex N253YV, reg’d 08.05.20, bf Callidus
D2-BFD ATR 72-600 1072 N253GL Beech 1900D UE-253
Leasing Capital Corp
Babcock Mission Critical Services España [-/-] ex N10840, reg’d 07.05.20, bf Callidus
EC-NJS Bell 212 30558 ex C-GGXK, dd 03.20 N254GL Beech 1900D UE-254
Capital Corp
Flightline [-/FTL ‘FLIGHT-AVIA’] N255GL Beech 1900D UE-255
ex N10860, reg’d 08.05.20, bf Callidus
EC-NIP SA227 AC-658B ex EC-HCH, dd 03.20 Capital Corp
EC-NIQ SA227 AC-679B ex EC-JCU, dd 03.20 ex N257YV, reg’d 07.02.20, bf Callidus
N257GL Beech 1900D UE-257
EC-NIR SA227 AC-698B ex EC-IXL, dd 03.20 Capital Corp
Key to Abbreviations Plus Ultra Lineas Aéreas [PU/PUE ‘SPANISH’] ex N261YV, reg’d 07.05.20, bf Callidus
N261GL Beech 1900D UE-261
a/c aircraft EC-NFQ A340-600 1040 reg’d 07.04.20 Capital Corp
als airlines ex PT-SVR, reg’d 08.05.20, bf Callidus
ASL Airlines Ireland [-/ABR ‘CONTRACT’] N297UX EMB 120 120297
awys airways Capital Corp
ex HL8214, dd 05.20, lsd fr Babcock &
bf bought from EI-FNU 737-800 28608 American Airlines [AA/AAL ‘American’]
Brown
b/u broken up/scrapped N871AY 787-8 65991 dd 29.04.20, lsd fr BOC Aviation, fleet #8AY
Terra Avia [-/TVR ‘Terraavia’]
canx cancelled Ameriflight [A8/AMF ‘AMFLIGHT’]
cls colours ER-BAG 747-400(F) 24459 ex HS-TGJ, dd 07.05.20
N653CT EMB 120 120243 ex N204SW, bf Jetran 24.04.20
cn manufacturer’s Transavia France [HO/TVF ‘FRENCH SOLEILE’]
ex 2-TJFK, dd 27.05.20, lsd fr AMCK Cape Air [9K/KAP ‘C-AIR’]
construction/serial F-HTVP 737-800 39060
Aviation N833CA Tecnam P2012 014/US reg’d 06.05.20
number
N929CA Tecman P2012 015/US reg’d 13.05.20
cnvrtd converted Babcock Mission Critical Services [-/-]
dbf destroyed by fire G-REDN AS.332L2 2616 ex F-WQDH, reg’d 17.04.20 Caribbean Cargo Carriers [-/-]
dbr damaged beyond N17773 727-200 21045 N438BN reserved 12.05.20
Wizz Air UK [W9/WUK ‘Wizz Go’]
repair ferried DSA-LTN 30.04.20 for return to CSI Aviation [-/CSI ‘SANDIA’]
dd delivery date G-WUKD A320ceo 8311 N251GL Beech 1900D UE-251 ex N251ZV, reg’d 05.05.20
service
ex previous reg'n ferried DSA-LTN 30.04.20 for return to Eastern Airlines [2D/EAL ‘EASTERN’]
ff first flight G-WUKE A320ceo 8327 ex VP-BYX, reg’d 29.05.20, bf Pembroke
service N771KW 777-200ER 28530
frtr freighter ferried DSA-LTN 11.05.20 for return to Capital
lrf last revenue flight G-WUKF A320ceo 8210
service Envoy Air (American Eagle) [MQ/ENY ‘ENVOY’]
lsd fr leased from
ferried DSA-LTN 13.05.20 for return to ex PR-EKE, dd 29.04.20, lsd fr American
lsd to leased to G-WUKG A321ceo 8236 N200NN E170 17000456
service Airlines
msn see cn
ntu not taken up Fleet Air International [-/FRF ‘FAIRFLEET’] N202NN E170 17000467
ex PR-EKS, dd 29.04.20, lsd fr American
oo on order HA-KAM ATR 42-300(F) 66 ex LZ-FAC, dd 05.20 Airlines
op operated HA-KAN ATR 42-300(F) 121 ex LZ-FAB, dd 05.20 ex PR-EKY, dd 29.04.20, lsd fr American
N203NN E170 17000473
pax passenger Japan Airlines [JL/JAL ‘JAPANAIR’] Airlines
pwfu permanently ex F-WXAF, dd 20.04.20, ferried TLS-NRT ex PR-ELR, dd 29.04.20, lsd fr American
JA06XJ A350-900 405 N204NN E170 17000477
withdrawn from use 12.05.20, rr JA06XJ 16.05.20 Airlines
reg’d registered ex PR-EMH, dd 29.04.20, lsd fr American
KlasJet [-/KLJ ‘CLASS LINE’] N205NN E170 17000481
reg’n registration Airlines
LY-MRN 737-300(F) 25263 ex TF-BBD, dd 05.20, lsd fr GECAS
ret fr returned from ex PR-EMZ, dd 29.04.20, lsd fr American
Air Transport International [8C/ATN ‘AIR TRANSPORT’] N206NN E170 17000489
ret to returned to Airlines
rr re-registered ex HL8319, dd 04.05.20, lsd fr Cargo ex PR-ENF, dd 29.04.20, lsd fr American
N360CM 767-300ER(F) 25202 N207AN E170 17000490
rts return to service Aircraft Management, rr N443AZ 20.05.20 Airlines
sb sold by Alpine Air Express [5A/AIP ‘ALPINE AIR’] ex PR-ENP, dd 29.04.20, lsd fr American
ex N267UE, reg’d 08.05.20, bf Callidus N208AN E170 17000494
scr scrapped/broken up N71GL EMB 120 120071 Airlines
st sold to Capital Corp ex PR-ENV, dd 29.04.20, lsd fr American
N100UX Beech 1900D UE-100 reg’d 08.05.20, bf Callidus Capital Corp N209NN E170 17000497
std stored Airlines
tba to be advised ex N122YV, reg’d 08.05.20, bf Callidus ex PR-ENY, dd 29.04.20, lsd fr American
N122UX Beech 1900D UE-122 N210NN E170 17000500
unk unknown Capital Corp Airlines
wfu withdrawn from use ex N153ZV, reg’d 08.05.20, bf Callidus ex PR-EOA, dd 29.04.20, lsd fr American
N153GL Beech 1900D UE-153 N211NN E170 17000501
w/o written off/destroyed Capital Corp Airlines

76 AIRLINER WORLD AUGUST 2020

 ex PR-EOF, dd 29.04.20, lsd fr American N880UA A319ceo 2426 ferried XMN-SFO 11-18.05.20
N212NN E170 17000504

N213NN E170 17000505

Airlines
ex PR-EOG, dd 29.04.20, lsd fr American
Airlines
N7708E 737-700
N7709A 737-700
32652
32654
ex N175AT, reg’d 08.05.20
ex N176AT, reg’d 26.05.20 Airliner
N214NN E170 17000508
ex PR-EOK, dd 29.04.20, lsd fr American
N29978 787-9
N24979 787-9
66137
66141
dd 23.04.20, fleet #0978
dd 29.04.2020, fleet #0979 Deliveries
Airlines N13013 787-10 40931 dd 10.04.20 & reg’d same day, fleet #1013
ex PR-EOM, dd 29.04.20, lsd fr American Transavia [HV/TRA ‘TRANSAVIA’] We welcome
N215NN E170 17000511
Airlines ex PR-GZD, ret fr GOL lease & reg’d
ex PR-EOP, dd 29.04.20, lsd fr American PH-HXF 737-800 62153
03.04.20
any feedback
N216NN E170 17000513
Airlines ex PR-GZQ, ret fr GOL lease & reg’d on this listing.
ex PR-EOS, dd 29.04.20, lsd fr American PH-HXG 737-800 41355
N217NN E170 17000515 03.04.20
Airlines
Lion Air [JT/LNI ‘LION INTER’]
ex PR-EOX, dd 29.04.20, lsd fr American (The listing is
N218NN E170 17000519 PK-LES A330-900 1933 ex HS-LAK, dd 11.05.20, lsd fr Avolon
Airlines alphabetical with
PK-LET A330-900 1939 ex HS-LAL, dd 11.05.20, lsd fr Avolon
ex PR-EOZ, dd 29.04.20, lsd fr American reference to the
N219NN E170 17000522 Azul Linhas Aéreas [AD/AZU ‘AZUL’]
Airlines registration of the
GoJet Airlines [G7/GJS ‘LINDBERGH’] PR-YJC A320neo 9366 ex D-AYAY, dd 28.04.20, lsd fr CDB Leasing
country of origin.
N151GJ CRJ700 10216 cnvrtd to CRJ550 & rr N530GJ 30.04.20 LATAM Airlines Brasil [JJ/TAM ‘TAM’]
Columns indicate
N604QX CRJ550 10019 rr N503GJ 12.05.20 A7-AMA A350-900 79 ret fr Qatar Airways lease
A7-AMB A350-900 64 ret fr Qatar Airways lease the registration,
cnvrtd to CRJ550 & ferried MLB-STL
N653CA CRJ700 10129 A7-AQA A350-900 265 ret fr Qatar Airways lease type, construction
20.05.20
A7-AQB A350-900 282 ret fr Qatar Airways lease number and notes.)
iAero Airways [WG/SWG ‘SWIFTFLIGHT’]
N737KT 737-800(F) 28619 ex TC-AAO, dd 12.05.20, lsd fr/op for DHL A7-AQC A350-900 313 ret fr Qatar Airways lease
N916SC 737-800(F) 30498 ex EI-RUA, dd 02.05.20, lsd fr/op for DHL Voare Táxi Aéreo [-/-]
Kalitta Air [K4/CKS ‘CONNIE’] ex N5420C, reg’d 11.01.19 to Textron
PR-SLT Cessna 208B/EX 208B5420
N787CK 767-346 28838 ex JA8986, reg’d 14.05.20, (N984UA ntu) Financial Corp
Lynden Air Cargo [L2/LYC ‘LYNDEN’] Gazpromavia [4G/GZP ‘GAZPROM’]
ex P2-LAD, reg’d 20.05.20, ret fr Lynden RA- Let 410UVP-E20 3215 ex OK-JVR, dd 19.05.20
N402LC L100-30 4698 RA- Let 410UVP-E20 3303 ex OK-JNA, dd 20.05.20
Air Cargo PNG
Republic Airline [YX/RPA ‘BRICKYARD’] iFly Airlines [F7/RSY ‘RUSSIAN SKY’]
N612CZ E170 17000201 rr N222JQ 04.05.20 EI-FNX A330-200 283 ferried TEV-VKO 11.05.20 after storage
N630CZ E170 17000238 rr N237JQ 04.05.20 Pobeda [DP/PBD ‘POBEDA’]
SkyWest Airlines [OO/SKW ‘SKYWEST’] ex N1787B, dd 05.05.20, lsd fr Avia Capital
VP-BGR 737-800 41228
N206PS CRJ200ER 7860 ex C-FMLQ, reg’d 21.05.20 Solutions
N245PS CRJ200ER 7919 ex C-FMLI, reg’d 19.05.20 SmartAvia [5N/AUL ‘ARKHANGELSK AIR’]
N248PS CRJ200ER 7925 ex C-FMNH, reg’d 27.05.20 VP-BAB 737-800 39420 ex EI-FJP, dd 23.05.20, lsd fr DAE Capital
N249PS CRJ200ER 7926 ex C-FMNW, reg’d 21.05.20 UTair Aviation [UT/UTA ‘TJUMAVI’]
ex PR-EEA, dd 14.04.20, lsd fr United RA-74032 An-74TK-100 36547098962 seen BKO 03.03.20 wearing UNO-051P
N602UX E175 17000795 RA-74044 An-74TK-100 36547097936 seen BKO 03.03.20 wearing UNO-052P
Airlines
ex PR-EEC, dd 28.04.20, lsd fr United RA-74051 An-74TK-100 365470991005 seen BKO 03.03.20 wearing UNO-051P
N603UX E175 17000796
Airlines Buzz [RR/RYS ‘Magic Sun’]
ex PR-EEH, dd 01.05.20, lsd fr United SP-RKQ 737-800 44809 ex EI-GDI, tfd fr Ryanair
N604UX E175 17000798
Airlines SP-RKU 737-800 44806 ex EI-GDK, tfd fr Ryanair
ex PR-EEQ, dd 08.05.20, lsd fr United Onur Air [8Q/OHY ‘Onur Air’]
N605UX E175 17000802
Airlines TC-OCV A330-200 501 ex F-GRSQ, dd 09.04.20, lsd fr AerCap
ex PR-EEV, dd 08.05.20, lsd fr United TC-OEG A321ceo 2919 ex TC-JMN, dd 05.20, lsd fr DAE Capital
N606UX E175 17000803
Airlines
ex PR-EFG, dd 08.05.20, lsd fr United Pegasus Airlines [PC/PGT ‘SUNTURK’]
N607UX E175 17000804 TC-NCJ A320neo 9307 ex D-AUAF, dd 15.04.20; Elisa Nur
Airlines
N608UX E175 17000806 ex PR-EFI, dd 28.04.20, lsd fr United Airlines TC-RBC A321neo 9281 ex D-AYAB, dd 09.04.20; Leyla Ada
ex PR-EFK, dd 08.05.20, lsd fr United Turkish Airlines [TK/THY ‘Turkish’]
N609UX E175 17000807 TC-LSR A321neo 9138 ex D-AYAQ, dd 17.04.20
Airlines
ex PR-EFL, dd 08.05.20, lsd fr United TC-LSU A321neo 9376 ex D-AVXO, dd 17.04.20
N610UX E175 17000808
Airlines AirArystan
N611UX E175 17000811 ex PR-EGI, dd 05.20, lsd fr United Airlines ex F-WWIL, lsd fr BOC Aviation, entered
P4-KBF A320ceo 6037
N612UX E175 17000813 ex PR-EAQ, dd 05.20, lsd fr United Airlines service 21.05.20
N613UX E175 17000814 ex PR-EDE, dd 05.20, lsd fr United Airlines Ukrainian Wings [-/UWJ ‘Ukrainian Wings]
N614UX E175 17000815 ex PR-ECD, dd 05.20, lsd fr United Airlines XA-VOK A319ceo 3450 ret fr Kam Air lease 03.05.20
N615UX E175 17000816 ex PR-EAU, dd 05.20, lsd fr United Airlines Aviair [-/-]
ex PR-EBP, dd 08.05.20, lsd fr United VH-TFX Cessna 208B 208B2412 ex N1412A, reg’d 22.05.20
N616UX E175 17000817
Airlines
Vortex Air [-/-]
ex PR-EGV, dd 08.05.20, lsd fr United
N617UX E175 17000819 VH-AZJ Pa.31-350 31-8152152 ex VH-OYY, reg’d 21.05.20
Airlines
ex PR-EGX, dd 01.05.20, lsd fr United IndiGo [6E/IGO ‘I FLY’]
N618UX E175 17000820 VT-IJN A320neo 9094 ex D-AUBU, dd 30.04.20
Airlines
ex PR-EGY, dd 12.04.20, lsd fr United VT-ISA A320neo 10073 ex F-WWID, dd 29.04.20
N619UX E175 17000821 VT-IUO A321neo 9285 ex D-AYAM, dd 29.03.20
Airlines
N620UX E175 17000824 ex PR-EHI, dd 13.04.20, lsd fr United Airlines Aeronaves TSM [-/VTM ‘AERONAVES TSM’]
ex PR-EHK, dd 08.05.20 lsd fr United XA- CRJ200(PF) 7484 ex N484RH, dd 05.20
N622UX E175 17000826
Airlines SmartLynx Airlines [6Y/ART ‘Smartlynx’]
Spirit Airlines [NK/NKS ‘SPIRIT WING’] YL-LDB A321ceo 2342 ex C-GEZY, ret fr Air Transat lease 07.05.20
N931NK A320neo 9548 ex F-WZMT, dd 07.04.20 Easy Charter [-/-]
Suburban Air Freight [SUB ‘SUB AIR’] 4L-EFC A300B4-200(F) 210 ex XA-LRL, dd 05.20
N103SX Beech 1900C-1 UC-103 N103SF reserved 13.05.20 Ibom Air [QI/IAN ‘IBOM’]
Sun Country Airlines [SY/SCX ‘SUN COUNTRY’] ex G-CLJG, dd 05.20, lsd fr Falko Regional
5N-BXP CRJ900LR 15284
ferried PAE-MSP 19.05.20 for entry into Aircraft
N542RL 737-800(BCF) 32579
service Maleth-Aero [DB/MLT ‘MALETH’]
ferried PAE-TPA 15.05.20 for entry into ex G-VWIN, dd 05.20, lsd fr European
N545RL 737-800(BCF) 32601 9H-NHS A340-642 737
service Aviation Group
N547RL 737-800(BCF) 32348 N5261A reserved 30.04.20 Malta Air [AL/MAY ‘BLUE MED’]
United Airlines [UA/UAL ‘UNITED’] 9H-QDY 737-800 44781 ex EI-FZH, tfd fr Ryanair
N873UA A319ceo 2004 ex B-6020, reg’d 12.05.20, lsd fr AerCap

Turkish Airlines received

a pair of Airbus A321neos,
TC-LSR (c/n 9138) and
TC-LSU (c/n 9376), on
April 17. The flag carrier
now has a fleet of 17
examples of the second-
generation A320 Family jet.
AIRTEAMIMAGES.COM/
MATHIAS DUEBER

www.key.aero 77
MRO Magnetic MRO Goes Virtual
Magnetic MRO reports that it has
The latest adapted to the ‘new normal’ of
news from post-COVID-19 operations with the
maintenance, successful completion of the Estonian
repair and firm's first virtual aircraft inspection, as
overhaul part of pre-lease preparations.
providers Engineering manager Tõnno
Toompuu commented: “This
inspection signifies [the] industry’s
resilience and ability to adapt to the
changed norms in the aviation [sector].
Since COVID-19 hit the globe and
paralysed air traffic, [we] became one
of the hardest-hit industries.”
The Tallinn-based company used
a combination of modern tools and
innovative solutions to allow the
inspection of the Boeing 737 by virtual
means, because physical inspection
was not possible within the timeframe
required to return the aircraft to
service. The inspection was performed
by the company’s engineering
department and utilised video images
of both the exterior and interior of the
airframe. The creation of a digital file
system allowed clients to have access
to all the information they required
without being physically present.
Magnetic says the system will be
used in other instances, when travel
restrictions are in place or physical
inspections are not possible. Toopmu
added: “Challenges the industry is
facing can be tackled and solved by
the implementation of digital solutions
– and [the] aviation sector should be
at the forefront of using innovative
methods, instead of being blinded by
the routine. We should maintain focus
on [the] ultimate goal and find new
ways to work. This virtual inspection is
just an example of how [an] innovative
yet simple approach can help to
continue operations, even in times
like these.” (Photo Magnetic MRO)

Finnair GMA Deal for ATR

Aircraft manufacturer ATR has signed
up Finnair for a ten-year global
maintenance agreement (GMA)
designed to assist Nordic Regional
Airlines (NoRRA) to better estimate
costs and to enhance dispatch
reliability of its ATR fleet.
NoRRA – which is a joint-venture
between the flag carrier and Danish
Air Transport – is the operator of
Finnair’s 12-strong fleet of ATR
72-500s. The carrier took delivery
of its maiden Franco-Italian-built
turboprop in 1986, but is new to the
manufacturer’s GMA programme.
The pay-by-the-hour contract covers
the repair, overhaul and pooling
service of ATR 72 line replaceable
units (LRUs), as well as their delivery
to wherever they are required, as well
as an on-site leased stock of spare
parts. Finnair will also have access
to propeller blade maintenance
and availability, as well as ATR’s
maintenance recommendations.
Juha Ojala, Finnair vice president
of technical operations, commented:
“Our ATR flights form a key part of our
feeder traffic to our Helsinki [Vantaa]
hub. As a large share of our customers
are transfer [passengers], they have
strong expectations in terms of
punctuality and reliability. This GMA
is one step further in our relationship
with ATR and ensures we benefit from
the most suitable services, so that we
can, in turn, provide our customers
with a reliable and punctual travel
experience.” (Photo ATR)

GKN Aerospace Wins FAA Certification

UK-based GKN Aerospace has
achieved US Federal Aviation
Administration (FAA) certification
for the repair of CFM International
CFM56 engine components at its
facility in Johor, Malaysia. The site will
complete repair and servicing work
on low pressure compressor (LPC)
components for CFMI CFM56-5B,
CFM56-7 and IAE V2500 engines and
complements the company’s existing
repair facility in El Cajun, California.
The firm stated the US$30m Johor
site employs around 70 people and
will support customers across the
Asia-Pacific region when it becomes
operational in the fourth quarter of
2020. It said the facility forms an
important part of GKN Aerospace’s
long-term growth strategy in Asia and
around the world.
GKN Aerospace site director Fergus
Lopez said: “We have strongly
invested in the site and have injected
the latest automated manufacturing
technology. The FAA certification is
an important international recognition
of our capability to support our
customers in the Asia-Pacific region.
Everyone on-site is looking forward to
starting to support our customers in
the coming months.”
(Photo GKN Aerospace)

78 AIRLINER WORLD AUGUST 2020

 Iberia
Maintenance
Ramps up
Work
Spanish MRO Iberia Maintenance
began returning to higher levels of
productivity during May, following
the development of a complete
health and hygiene plan for its
employees to mitigate the effects
of restrictions imposed to stop the
spread of COVID-19.
The plan implements serological
testing measures on all employees
as they return to work, as well as
disinfection of company facilities,
new cleaning protocols, use of
personal protective equipment,
hygienic technical and organisational
measures, and working from home
wherever possible.
Iberia Maintenance commented
that the measures position the
company to focus on customer
needs as it ramps up its productivity.
Services on offer include both
scheduled and unscheduled aircraft,
engine and component checks
and lease return activity along
with parking jets in addition to
preservation activities.
Etihad
Engineering
Expansion
To meet the emerging post-COVID
19 requirements of airline operators,
Etihad Engineering has begun
expanding its aircraft maintenance
and parking operations. The
company says it has experienced an
increase in aircraft storage requests
from third-party customers and that
most of the parking positions at its
Abu-Dhabi base are now occupied.
Etihad Engineering said operators
from around the world have
been working closely with the
MRO provider to bring forward
maintenance work that was
initially scheduled for later in the
year. Current projects include
cabin refurbishment, passenger
to freighter conversion, longeron
modification, heavy maintenance
(C-check) intervals, major structural
modifications, interior detailing,
aircraft painting and deep cleaning.
The work is being undertaken
on behalf of parent airline Etihad,
as well as a range of third-party
customer carriers. As of June, Etihad
had half of its 101-strong fleet stored.
ST Engineering Lands
Drone Approval
Singapore-based ST Engineering
has won Civil Aviation Authority of
Singapore (CAAS) authorisation to use
its in-house drones to inspect aircraft
structures during maintenance. The
company says its DroScan system
is now approved to conduct general
visual inspection (GVI) tasks at its
facilities within Singapore, becoming
the first company to be granted
authority for this by the island state’s
aviation regulator.
The approval covers the use of the
solution on Singapore-registered
aircraft, including approved models
such as the Airbus A320 Family.
ST Engineering says DroScan
leverages automation and smart
analytics capabilities to achieve higher
efficiency and greater workplace
safety during aircraft maintenance
inspections. The technology allows
inspection personnel to conduct GVI
tasks indirectly, using a live video
feed, and the captured images can
later be processed by algorithms
developed to detect and classify
defects. The system has been
successfully demonstrated to a
number of airline customers, including
Air New Zealand.
Lim Serh Ghee, ST Engineering’s
president of aerospace, commented:
“DroScan combines ST Engineering’s
expertise in MRO, unmanned
solutions and engineering skills
to enhance the way we carry out
aircraft inspection and maintenance
in a safe and efficient manner. This
is one of the many initiatives that
will roll out progressively, to digitally
transform our hangars and facilities
into a smarter environment, which
MRO
MRO News by
will allow our customers to [make use
of] services such as up-to-speed or
Nigel Pittaway
even real-time updates of their aircraft
maintenance progress.”
The company developed DroScan
to operate within Singapore’s civil
airports and its features include the
ability to operate in a GPS-denied
environment, a power tethered
capability to allow extended
operation, and a safety template
that ensures the drone stays within
its instructed area and avoids any
potential objects.
Meanwhile, ST Engineering’s US
commercial operation, VT San
Antonio Aerospace, reported that a
cybersecurity incident occurred on
June 5. According to the company,
a group of cyber criminals known as
the Maze Group gained unauthorised
access to its computer network and
deployed a ransomware attack.
A spokesperson said: “Upon
discovering the incident, the company
took immediate action, including
disconnecting certain systems from
the network, retaining third-party
forensic advisors to help investigate,
and notifying appropriate law
enforcement authorities. At this point,
our ongoing investigation indicates
the threat has been contained and we
believe it to be isolated to a number
of ST Engineering’s US commercial
operations. Currently, our business
continues to be operational.”
The company is conducting a
“rigorous review” of the incident and
its systems to ensure data remains
“secure and safe”. It is also taking
steps to strengthen its cybersecurity
architecture. (Photo Air New Zealand)
www.key.aero 79
Historic
Aviation
Museums Begin to Reopen
Preserving
Commercial
After COVID Closures
Aviation’s A semblance of normality is gradually which is presented as PK-AFK of advanced ticket purchases mandatory.
Past returning to aviation museums around Royal Netherlands Indies Airways UK prime minister, Boris Johnson,
the world as COVID-19’s grip on (KNILM). The centre opened in April stated on June 23 that museums,
countries begins to weaken. In the 2018 on a site previously used by in England along with pubs and
Netherlands, attractions including the Fokker Services, to the southwest of restaurants, will be able to reopen from
Aviodrome – the country’s largest Amsterdam Airport Schiphol. Examples July 4. However, as Airliner World went
aircraft museum – reopened on June of the Cessna T-50 Bobcat, Noorduyn to press, no UK museums had
1 having been instructed to close by Norseman and Stearman-Hammond confirmed they would be opening
the Dutch government on March 12. Y-1 are also in the process of being their doors on this date.
Staff and volunteers at the Flevoland restored. The latter is a Menasco In a statement on its website,
museum made the most of the C4-powered monoplane which, once Brooklands Museum advises it is
downtime by cleaning exhibits and completed, is expected to wear the working towards reopening at the
maintaining public areas, while markings of PH-APY, a Y-1S purchased start of August whereas the Imperial
airport security equipment – including by KLM in 1937 to familiarise its pilots War Museum (IWM) has stated that
X-ray scanners donated by Bavak with tricycle undercarriage aircraft. the “Battle of Britain commemorative
Security – have been positioned at Both museums have introduced air show is scheduled to take place
the attraction’s entrance as part of an measures to comply with social as planned in September 2020” and
interactive exhibit. distancing guidelines, including that the charity is “working hard to
The Netherlands Transport Museum in installing disinfection stations and put in place social distancing protection
Nieuw-Vennep also opened its doors implementing one-way systems around for visitors, staff and volunteers at
after 11 weeks at the start of June, the Aviodrome’s former KLM Boeing our 80th anniversary Duxford Battle
enabling visitors to see the progress 747-200, PH-BUK (c/n 21549), and its of Britain Air Show commemorations,
being made on the restoration and replica of Amsterdam Schiphol Airport’s including strictly limiting the amount
reassembly of former Eastern Air 1928 terminal building. The Lelystad of tickets on sale. The IWM’s
Lines and Royal Australian Air Force centre has also capped the number confidence in continuing to organise
Douglas DC-2, VH-CRH (c/n 1288), of daily visitors and made online, and sell tickets for the event suggests
The second prototype the Cambridgeshire site may open
Fokker 50, PH-OSI (c/n ahead of the September 18-20 airshow.
10688), is preserved While Newark Air Museum has not
outside the entrance advised when it will reopen, a reduced
to the Aviodrome – the
Netherlands’ largest number of volunteers have returned to
aviation museum. the Winthorpe, Nottinghamshire site to
MARTIN NEEDHAM continue work on restoration projects.
The 1946-built de Havilland Dove 1B,
G-AHRI (c/n 04008), is currently being
repainted into the colours it wore
while serving with Israel's Avitour Air
Services Ltd between 1957 and 1965
while former British European Airways
de Havilland Heron 1B is also receiving
Qantas Founders a fresh coat of paint.
Museum had On the opposite side of the world,
planned to celebrate the doors may have been closed
the completion of
its Airpark roof at the Qantas Founders Museum
project during May, in Longreach, Queensland, but the
however this has been museum has been able to celebrate
delayed due to the the progress made in the 12 months
COVID-19 pandemic.
QANTAS FOUNDERS since work began on the Airpark roof
MUSEUM project in May 2019. The 86,886sq
ft (8,072m²) canopy was completed
in late February and now covers
the attraction’s largest exhibits –
examples of the Boeing 707 and 747,
Douglas DC-3 and Lockheed Super
Constellation. The DC-3 and Connie
were moved into position under the
Volunteers at Newark structure during March.
Air Museum have
begun repainting
the attraction’s 1946 Are you involved with an aviation
de Havilland Dove, museum or the restoration of an
G-AHRI (c/n 04008) airliner? We’d love to hear from you.
into the livery it wore
while in service with We’re always looking to showcase
Israeli carrier, Avitour and celebrate the efforts of those
Air Services Ltd. working to preserve commercial
HOWARD HEELEY aviation’s rich heritage. To feature,
– DOWN TO EARTH
PROMOTIONS please email assistant editor Martin
Needham (martin.needham@
keypublishing.com)

80 AIRLINER WORLD AUGUST 2020

 TO ADVERTISE PLEASE CONTACT: ANDY MASON
• Tel: 01780 755131 • Email: andrew.mason@keypublishing.com
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ALW_Classifieds.indd 85 23/06/2020 15:31:41

 Aviation
Training
BAA Training Takes Off in China
BAA Training opened its newest
facility in Zhengzhou, China on June
The latest 14, having signed a joint venture with
training Avia Solutions Group and Henan Civil
insight for Aviation Development and Investment
the aviation Company (HNCA) in July 2019. The
professional 107,639sq ft (10,000m²) building in the
Zhengzhou Airport Economic Zone
will accommodate six full-flight Airbus
A320 and Boeing 737 simulators.
Once fully online , these are set to
provide around 40,000 flight hours
per year to more than 4,000 pilots.
In addition, the facility will house
classrooms, training devices and
luxury lounge zones for students.
CEO Egle Vaitkeviciute said: “For
BAA Training, the entrance into
airBaltic Chooses Distant
Learning Provider
Riga-based airBaltic has selected
CPaT Global as the distant learning
solutions provider for its fleet of
Airbus A220s. The deal is set to cover
several courses that will be tailored
to the Latvian carrier’s flight crew
operating manuals. CPaT will offer
its approach management system,
aircraft system courses and interactive
diagrams of the A220.
CPaT president Brian Bergeron
said: “Working together, airBaltic and
CPaT are providing its pilots with
an interactive and comprehensive
82 AIRLINER WORLD AUGUST 2020
China’s aviation market comes as a
significant milestone in its [20-year]
history. The new training centre
in Zhengzhou city established on
a franchise basis marks the first
appearance of BAA Training’s name
in China and [its] aviation training
sector… With our broad experience
in the field, high standard of services
and competency-based pilot training
approaches, we aim to support our
partners… with all the necessary
know-how to utilise every opportunity
and prepare professional pilots ready
to enter the market.”
Gediminas Ziemelis, chairman of Avia
Solutions Group, added: “The opening
of the brand-new training centre, BAA
Training China, in Henan province is a
significant milestone for Avia Solutions
Group and also a big step forward
in the partnership of Avia Solutions
Group and HNCA. The alliance of Avia
Solutions Group’s broad expertise
in aviation services and HNCA
competence in construction, process
management and other relevant fields,
create a synergy in business and add
value to the city and country.”
Although the impact of COVID-19
has been significant, BAA Training
distance learning programme that
permits training anytime, anywhere
both online and offline.”
As of June, airBaltic has 22 Pratt
& Whitney PW1500G-powered
A220-300s. The first was delivered
in November 2016 as the then
Bombardier CSeries CS300. CPaT
provides distant service solutions to
more 250 clients around the globe,
including flight training academies,
governments, universities and
corporate flight departments.
(Photo Airbus)
has stated that, since May, aircraft
deliveries have begun to rise as the
Chinese domestic network returns,
ensuring “pilot training will remain
strong for upcoming years.”
The opening ceremony was held with
social distancing and representatives
from Lithuanian-based BAA attended
‘remotely’. (Photos BAA Training)
Lanier
Accepts First
Skyhawk
Simulator
US-based Lanier Flight Center
received its first ALSIM-built AL172
flight simulator in mid-June. The AL172
is an exact replica of the Cessna 172
Skyhawk NAVIII featuring a Garmin
G1000 NXI avionics suite and a VFR
Visual Systems (VFRVS) technology.
The latter will provide motion sense to
replicate the experience of flight, which
is expected to cut costs and time as
pilots can complete more training on
the ground as opposed to in the air.
Lanier acquired the simulator through
Las Vegas-based Sky Allies Capital,
which is a partner of ALSIM.
Troy Wheeler, president of Lanier, said:
“We see the aviation world making a
strong comeback post-COVID-19. This
appeared to be the perfect time to
purchase a high-fidelity [Cessna 172]
simulator that we can cement into our
curriculum and enhance the training
environment and experience.”
Lanier was founded in 2003 and
provides flight training from two airfields
in Georgia: Lee Gilmor Memorial and
DeKalb-Peachtree Airport located just
outside Atlanta. In addition, it offers
charter flights through its Flight Express
arm with a trio of Cessna Citations and
a sole Beech Baron.

Perspective From a Future Pilot
– Alec Wignall
I’m often asked the question “Have
you always wanted to be a pilot?”
My love of aviation goes back
to a family trip to New Zealand in
December 2002. As a six-year-old, I
remember waiting in the Manchester
Airport lounge, admiring the Kuala
Lumpur-bound Malaysia Airlines
Boeing 747 – the queen of the skies.
The long journey to Auckland did
nothing to tire my curiosity. As I
wandered around the sleeping cabin, I
saw airline personnel ascending secret
stairs into the ‘crew rest’. I remember
a feeling of total awe at the aircraft’s
sheer size.
At the end of our flight, my grandad
and I were invited to the jumbo’s flight
deck. In true Christmas spirit the pilots
went on to show us their version of
Christmas lights as they illuminated all
the switches and overhead panels.
In Rotorua on New Zealand’s North
Island, we took a scenic flight and I
had a chance to take control of the
Cessna. Little did I know that, 16 years
later, I would return to the skies above
Rotorua to complete my pilot training.
Having caught the ‘aviation bug’, my
childhood through to adolescence was
spent immersing myself further into
aviation, curious to learn whatever I
could about this fascinating industry.
My supportive family would take
me to air shows, museums and the
Runway Visitor Park at Manchester
Airport. I would return from school
and tune in at 4pm to watch Air Crash
Investigation, soon understanding the
lessons learnt from great tragedy and
human loss which have helped shape
the industry into a safer place.
This passion culminated with my
mum taking me to our local airport at
Caernarfon (Wales) for a trial flight on
my 16th birthday. This one-off flying
experience soon turned into two
years of hard work and dedication,
juggling schoolwork with the studying
and practical experience required
to gain my private pilot’s license. I’ll
never forget the thrill of being able to
fly around the beautiful north Wales
countryside, often getting a glimpse
of Snowdonia, all before I even got my
driver’s licence.
It was then time to make the big
step. I applied for commercial pilot
training, and subsequently passed
the selection process, before I was
Aviation
Training
accepted into my flying school
in October 2017. But, after a few
complications and delays with my
airline course, I decided to switch to
what is known as ‘whitetail’. At this
point I had to decide which of the
school’s training locations to attend:
Coventry, Bournemouth or Hamilton,
New Zealand. With my mind made up,
I travelled to Hamilton to commence
training in September 2018. So far,
I have managed to successfully
complete the 14 ATPL theory
exams, as well as the single engine
Foundation Phase of flying.
The journey is far from over and has
taken longer than I would have liked,
however resilience and patience are
key attributes for any pilot. My course
mates and I face this daily with delays
and cancellations due to weather,
aircraft availability or, more recently,
bushfire smoke from Australia.
As New Zealand entered Alert Level
2 in May due to the coronavirus crisis,
the opportunity arose to fly again. As
restrictions eased, I was able to start
the advanced phase of training, here
in Hamilton, 60 miles (96km) from
Rotorua. Our ‘new normal’ way of
operating has brought a few additions
to life in the training centre, including
temperature checks and a health
questionnaire upon entry, as well as
extra sanitising throughout.
This phase of training involves IFR
(instrument flight rules), allowing us to
fly solely based on our instruments.
Eventually, I will progress onto the
twin-engined Diamond DA42 Twin
Star before I gain my commercial pilots
license. Then I will return to the UK to
complete the instrument rating.
I can’t help but wonder what will
exist of the industry following the
pandemic. However, while these
unprecedented times have brought
about frustration and uncertainty, it
has also given us an appreciation for
what we have. I often remind myself
just how fortunate I am to be on the
path towards doing what I’ve always
wanted to do: fly. (Photos via author)
www.key.aero 83
 Departure
Gate Letters to the Editor: A380 Special
Your views
on the
We’ve received an enormous response to recent reports relating to the early
status of the demise of the Airbus A380, and whether or not the super jumbo is worthy of
Airbus A380. ‘iconic’ status. Readers from around the world have been in touch with
Airliner World to share their views. Here is just a taste of them:
Dear Editor,
With reference to Mr John Bergstrom’s
letter, I am surprised that he says there
is a desire for carriers and passengers
to fly transatlantic in single-aisle
aircraft. Carriers yes, courtesy of
their number crunchers, but not
passengers. I’m not sure where he gets
this idea from.
You asked whether the A380 deserves
‘iconic’ status or if it is a vanity project
gone wrong. In my opinion, it’s neither,
but more like a vanity project that fell
foul of circumstance.
David Greenhill, Poole
Although it might not be as popular as
the Boeing 747 or a profit-maker for
Airbus, I think the A380 does deserve
its iconic status as the first and possibly
only fully double-decker aircraft in
the world. I think the letter in the June
2020 edition from John Bergstrom
smacks of sour grapes because it’s
not a US-built jet – just like they never
gave Concorde the credit it deserved
because it wasn’t American. Maybe if
it were the American SST project that
was cancelled, they would have been
singing about it from the rooftops?
Dave Long, Sheffield
I share John Bergstrom’s high opinion
of your publication, but I do not agree
with his opinion that the A380 is a
failed project.
Many of the world’s most successful
and high-profile airlines successfully
operate the type, including British
Airways, Emirates, Qantas and
Singapore Airlines. Pre-
coronavirus, our national airline,
PHOTO • AIRBUS
84 AIRLINER WORLD AUGUST 2020
Qantas, operated three daily A380
rotations to either Dallas/Fort Worth or
Los Angeles and the high occupancy
levels confirm the popularity of the
type with Americans, Australians and
other nationalities flying these routes.
Both Qantas and Singapore Airlines are
reinvesting in the A380 cabin to bring
their ten-year-old examples up to
state-of-the-art standards.
The stability and smoothness of the
A380 flying experience is without peer
and further explains why the type is
regularly preferred over widebody
twins on long-haul flights.
Coronavirus will, of course, impact on
future A380 operations due to reduced
demand when international operations
finally resume, but this reflects
unforeseen circumstances rather
than type failure.
Peter Gisborne, Sydney, Australia
I concur with Mr Bergstrom with regard
to the quality of Airliner World, but
that is where my agreement ends. His
description of the A380 as a ‘graceless
machine’ echoes comments made
in 1969 about the Boeing 747. I have
to say the A380 with both Singapore
Airlines and Emirates is a consistently
more comfortable ride on long-haul
flight than Boeing 777s.
My main support for the A380 was its
pre-COVID-19 ability to transport large
numbers of passengers per rotation
into slot-constrained airports.
I do not agree with more runway
capacity being built anywhere until we
have maximised what we can get with
each flight. Emirates used the A380 for
its five rotations to London/Heathrow
for that very reason. It was the principal
rationale for the A380 project.
Personally, I have decided that if
Heathrow does have another runway
built I will not fly in or out of there.
In all conscience, I can’t allow my
convenience to be at the cost of
other people’s welfare, which could
potentially mean levelling a town
to build a runway. Yes, they will be
compensated for the cost of their
houses, but not for their homes,
dreams and plans for them.
Craig Smith, Manchester
There is no doubt in my mind that the
Airbus A380 deserves iconic status.
Let us not forget that the wings were
designed and built in the UK and that
the Rolls-Royce Trent engines that
powered them came from Derby.
In 1946, the British government sold
Rolls-Royce jet engines to Russia,
which subsequently copied them and
put them into MIG fighters.
Following the de Havilland Comet
disasters and all the metal fatigue
testing that followed, we told the USA
to ‘watch your square windows’ as the
first Boeing four-engined jet airliner
also had square windows.
These are just two examples of where
we lost our lead in the aircraft industry
and, in terms of engineering, the A380
showed how we got it back again. I
have not flown on an A380 but
would love to.
Why doesn’t BA offer experience
flights like they did with Concorde?
Manchester to the Shetland Islands and
back or Heathrow to Jersey and back
could be typical trips? Around 400

enthusiasts at, say, £50 a head would
give £20,000, that would possibly
cover the cost of the flight.
Let’s wave the banner for British
aeronautical engineering and give the
A380 the praise it deserves.
John Evans
Like many other readers I have read
Airliner World from issue one and am
now a subscriber – I look forward to
receiving my copy each month.
I have flown on many airliners, from a
Vickers Viking while I was still at school
to a DC-3, Tu-154 and Junkers Ju
52/3m, as well as many jets, including
the A380. Anyone who has flown in the
super jumbo cannot dispute it being an
icon. It is the largest ever passenger
aircraft and just because it was not built
in America nor flown by US airlines
should not diminish its value as an
aviation great.
It was an aircraft of its time, as was
borne out by the number of airlines
that saw its value by ordering it for
their fleets.
Could it not now be an aircraft for our
current times? Would its size not allow
social distancing for passengers?
Clive Hawkins
As a well-seasoned air traveller, I have
witnessed (along with many others)
the chaotic scenes of air passengers
blocking the aisle while heaving their
hand baggage into the overhead
lockers. Many airlines try to overcome
this to a degree by operating boarding
in stages, but with little effect.
The A380 was the ideal opportunity
for spacious seating and, ultimately,
comfort for passengers. But in the
pursuit of cramming in more seats to
maximise increased revenue, as well
as using smaller aircraft for the same
purpose, it has signalled the early
retirement of the super jumbo.
The Boeing 747 seems to be heading
the same way.
We now have a very different scenario
due to COVID-19. Without doubt,
airlines have taken a massive hit but,
even as the situation is improving,
it’s reported that the vast majority of
passengers won’t fly due to quarantine
restrictions. I would like to suggest that
the real reason is high-density seating.
Who wants to fly this way, wearing
masks for more than three hours, with
only permission to leave your seat to
visit the toilet?
Long-haul flights raise the spectre of
deep vein thrombosis [DVT], especially
if we aren’t allowed to get up and
walk about.
The A380 and 747 are the ideal
platforms to maintain social distancing
on a flight. More space between seats
could be achieved through the removal
of the centre seats by the windows,
and the two central seats in the middle.
Any flight of up to three hours does
not necessitate food being served as
passengers can bring their own.
Duty free? Let’s put that on hold for a
year to see what happens. Yes, it would
cost the airlines more, but at least they
would be flying again.
Passengers could board, find their
seats and fly in comfort.
Peter Carey, Portchester
First, I would like to thank you for all
your hard work producing Airliner World
and Airports of the World. I started
collecting them just last year and, as
soon as I had read the first issue, I
knew I just had to keep on going.
The A380 is a magnificent aircraft
and one of the greatest in the whole
aerospace industry. Its distinct look and
size makes it easy to spot at any airport.
I believe Airbus should of thought of
it many years earlier, as the 747 was
so successful.
Although now described as ‘inefficient’,
I think the A380 is a marvel of
engineering, with its distinctive roar
from the Rolls-Royce Trent engines.
If I had the choice of being able to
fly on just one of the giants, I would
choose the Airbus A380.
Jonathan, London
Departure
Gate
Various airlines are predicting the PHOTO • AIRBUS
demise of the Airbus A380, but maybe
they should not be so hasty to dispose
of these aircraft.
The path out of the COVID-19
pandemic may yet take many twists
and turns – already we have seen
China announce that only one flight per
week will be allowed to and from each
other's country by a nominated airline.
It doesn’t appear to suggest a limit to
the number of passengers on each
flight, so certain routes may well justify
operating an A380 or 747 to maximise
passenger numbers and revenue. If
social distancing is to become the ‘new
normal’ in air travel, surely there is more
room to spread people out on these
larger planes?
In addition, airport slots are valuable
and, as far as I know, the slot is
charged per aircraft irrespective of size.
Certain high-frequency routes, both
international and domestic, could justify
operating a single large aircraft rather
than several smaller ones, and there
could also be an environmental benefit.
A long time ago I was told that in
business to never be afraid to do
the opposite to what everyone else
is doing!
Richard Nicholl, Market Drayton
Thanks to everyone who has taken
the time to share their opinion in this
edition. If you've a burning question or
strong view to share with the global
Airliner World readership, then drop us
a message and join the debate:
airlinerworld@keypublishing.com
Events
Enthusiast shows and events worldwide may be
listed here – FREE. Organisers are invited to send
correspondence to the editorial department (email:
airlinerworld@keypublishing.com). Alternatively, visit
our website at: www.key.aero
Events are subject to short-notice cancellation
or postponement due to the ongoing COVID-19
outbreak. Readers are strongly advised to follow any
advice issued by local authorities in relation to mass
gatherings and travel.
Oct 18
Midland Air Museum (Coventry) Aviation Fair, Coventry
Airport CV3 4FR Carl McQuaide, 07903 848726,
email: speedbird707@aol.com
www.aircraftenthusiastfair.co.uk
Nov 22
Heathrow Aircraft Enthusiasts Fair, Kempton Park
Racecourse, Sunbury-on-Thames TW16 5AQ
Carl McQuaide, 07903 848726,
email: speedbird707@aol.com
www.aircraftenthusiastfair.co.uk
Shows/Displays
Jul 20-24
CANCELLED: Farnborough International Airshow,
Farnborough, Hampshire, UK www.farnborough.com
Jul 20-26
CANCELLED: AirVenture Oshkosh EAA Aviation Museum,
Oshkosh, Wisconsin, USA www.eaa.org
Events subject to change. Please check prior to travel.
Photos: Airbus
www.key.aero 85
 Air
Safety
Reports
Smoky Cockpit
and Steamy Masks
and details
of recent
incidents.
Force Diversion
The captain of an easyJet Airbus
A319ceo had to remove his oxygen
mask during a smoke and fumes
event so that he could see the flight
instruments in front, the UK’s Air
Accidents Investigation Branch (AAIB)
has discovered.
The aircraft, G-EZNM (c/n 2402),
had departed Newcastle International
on a scheduled link to Bristol when,
around 30 minutes after take-off,
the first officer noticed an acrid
burning smell. Both crew members
saw smoke in front of the flight deck
door and rising to shoulder height
behind their seats. They donned
their oxygen masks and the captain
took control of the aircraft and
continued communicating with air
traffic control (ATC) while the first
officer actioned the ‘SMOKE/FUMES/
AVNCS [avionics] SMOKE’ checklist
in the aircraft’s quick reference
handbook. The commander then
transmitted a mayday call to ATC,
selected the emergency transponder
code and began an emergency
descent towards the final approach
for Runway 27 at Bristol.
Around 90 seconds after putting
them on, the pilots’ oxygen masks
misted up and obscured their vision.
The first officer was able to read
the remainder of the checklist by
holding it close to the mask but was
unable to see the flight instruments.
DATE REG'N C/N TYPE
May 22 AP-BLD 2274 Airbus A320-200
May 30 N52FW 52 De Havilland Canada DHC-6 Twin Otter
Jun 14 VP-BWC 8787 Airbus A320neo
Jun 14 VP-BDL 2343 Airbus A320ceo
86 AIRLINER WORLD AUGUST 2020
After informing the first officer of
his intentions and agreeing that this
was the option involving least risk,
the captain removed his mask so he
could see his instruments.
Upon removing his mask, the
captain noticed that the smoke had
dissipated. He initially briefed the
senior cabin crew member over
the interphone advising her that
they would continue to Bristol.
However, after reviewing the aircraft’s
navigation display, it was noted that
Birmingham was a closer option. The
captain and first officer decided to
divert to the Midlands gateway rather
than continue southwest and ATC and
the cabin crew were notified of the
revised plan.
Passengers were informed of the
situation during the descent into
Birmingham, after which smoke
became noticeable in the cockpit
again. The captain told the first
officer he felt “a little bit wobbly” but
well enough to continue. He put his
oxygen mask back on as its visor had
cleared. The A319 landed without
incident and remained on the runway
while it was attended by the fire
and rescue service. After reviewing
the situation, the captain removed
his mask and noticed there was no
smoke or fumes present. The aircraft
taxied to its stand and shutdown.
It is reported that the captain
OPERATOR FATALITIES LOCATION
Pakistan International Airlines 98 Pakistan
Kapowsin Air Sports 0 United States
S7 Airlines 0 Russia
Ural Airlines 0 Russia
believed condensation had formed
on the oxygen mask lenses because
they were stowed in a compartment
where the temperature was cooler
than the flight deck. After removing it
from his head, he placed it on his lap
where it most likely reached ambient
temperature. When asked about the
mask, he stated he was proficient in
using it, but admitted his knowledge
of the emergency pressure selector
– which would have cleared the
condensation – was “probably
incomplete”. The first officer had
stated he did not know about the
emergency pressure selector.
In its report, the AAIB said the
source of the smoke had not been
determined. However, the aircraft’s
transformer rectifier units (TRU) were
suspected, as in previous cases
of electrical burning smells in the
cockpit, dust contamination of the
TRUs had been identified as the
cause. Neither of G-EZNM’s TRUs had
been replaced since the aircraft was
manufactured in 2005, since when it
had accumulated more than 40,000
flying hours. They have since been
cleaned and reinstalled.
The AAIB reports that “since the
incident, the aircraft manufacturer has
introduced a cleaning procedure for
the TRUs in the aircraft maintenance
manual. (Photo Flickr Commons/
LFSB Planes Pictures)
NOTES
Initial report pending by relevant authorities
Ground collision with USMC MV-22B, 166740
Ground collision with Ural Airlines A320ceo, VP-BDL
Ground collision with S7 Airlines A320neo, VP-BWC
 VIRTUAL
September 22-24, 2020

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087_ALW_AUG20_ad.indd 1 23/06/2020 10:28:59

Farewell to the
Mad Dog

A Surreal Send-off
Since being introduced
in 1987, Delta Air
Lines has operated a
total of 120 MD-88s.
.

AVIATIONIMAGENETWORK/
BAILEY

With a global pandemic and resulting economic collapse raging across the world,
airlines have been having to make difficult decisions about which types to keep
and which to retire. While examining the McDonnell Douglas MD-80’s past,
Chris Sloan also managed to secure a highly sought-after seat on
Delta’s final flight using this 1980's workhorse.

E
arly in the COVID-19 crisis,
traffic levels were decimated,
resulting in two-thirds of
the world’s airline fleet
being parked or stored. The
most vulnerable casualties of this
cataclysm were older, less efficient
aircraft. Many types abruptly flew
their last flights with little notice and
no chance for goodbyes. But when
Delta Air Lines took the decision to
pull down their MD-80 and MD-90
fleet ahead of schedule, there was
fortunately enough time for one final
victory lap.
There’s nothing ordinary about
special farewell flights, but given the
backdrop of the pandemic, the 'Mad
Dog' send-offs would prove even
more extraordinary and surreal.
After 33 years as the backbone of
Delta’s domestic network, and nearly
four decades plying America’s skies,
the once ubiquitous McDonnell
Douglas MD-80 series vanished from
scheduled passenger service not just
in the United States, but most of the
world. Its younger sibling, the MD-90
would no longer be flying anywhere
on the planet. The venerable Pratt &
Delta took delivery of
N904DL on March 28, 1987.
The jet then spent more
than 30 years flying for the
carrier before it was retired
to Blytheville, Arkansas, in
August 2019. ALL PHOTOS VIA
CHRIS SLOAN UNLESS STATED

88 AIRLINER WORLD AUGUST 2020

 Whitney JT8 engine powering the
jets has served Delta faithfully since
1965 when it launched the DC-9,
which would eventually leave the
airline after 55 years.
Most significantly, these dual
The carrier’s MD-80s retirement flights marked the last
are destined to retire to passenger service of a McDonnell
their final resting place
Douglas designed and branded
of Blytheville, Arkansas.
AIRTEAMIMAGES.COM/ aircraft for a Part 121 mainline carrier
COLIN PARKER in North America, and many other
regions of the globe. Following their
retirement, MD-80 passenger flying
was reduced to around 20 airframes
for a handful of charter/supplemental
airlines within economically less
developed markets and in the US by
non-scheduled carrier World Atlantic.
The only way remaining to
experience the Mad Dog lineage is on
the Boeing 717, originally branded as
the McDonnell Douglas MD-95, on
Delta, Hawaiian Airlines, QantasLink
and Volotea.
Delta operated every generation of
the DC-9, with 120 MD-88s and 65
MD-90s at their peak. By the last day,
the operational fleet had dwindled to
14 MD-88s and two MD-90s. In their
twilight weeks, the MD-80s, which
once flew to virtually every domestic
mainline airport, were limited to just
16 outstations from Atlanta. A data
www.key.aero 89
comparison by market analyst Cirium
Diio Mi shows just 2,225 scheduled
flights in May 2020 versus 14,294
five years earlier, when the MD-88 in
particular was at its height.
By comparison with modern
platforms, the jet is a loud, low tech,
fuel-guzzling and an environmentally
unfriendly relic of the 1980s. But
when it first entered service as the
DC-9-80, the aircraft boasted a
competitive edge.
Brett Snyder of CrankyFlier.com
commented: “In 1980 when it was
first delivered, it had Boeing 727-200
capacity with two instead of three
engines. A similarly sized 737 didn’t
even fly until 1988 when the 737-400
came out.”
The MD-88 had a lower cost per seat
mile than the 737-300, which Delta
would eventually acquire through its
1987 merger with Western Airlines.
The type was a lone bright spot in
the long-troubled McDonnell Douglas
commercial programme. It flew for
the first time on October 18, 1979.
After a short test flight series, it was
first delivered to launch customer
Swissair as the DC-9-81 on September
13, 1980, though subsequently
rebranded as the MD-81 and MD-82.
It was an unabashed success with
1,191 examples delivered between
1980 and 1999.
The MD-80 was a rugged workhorse
according to Snyder: “Like most
Douglas-built aircraft, it could fly
forever... and it almost has done that.
Here we are almost 40 years from
90 AIRLINER WORLD AUGUST 2020
first delivery of the MD-80 itself, not
even the original DC-9 can say that.
This is really the end of a generation,
it’s a testament to what McDonnell
Douglas could do.”
Seth Kaplan, NPR’s Here and
Now transportation reporter and
co-host of the AirlinesConfidential
podcast, agreed: “Some of them have
remained in service even as newer
aircraft have been retired. They’re
retiring because of economics, not
because they couldn’t continue
operating safely for years to come.”
“By comparison with
modern platforms,
the jet is a loud, low
tech, fuel-guzzling
and environmentally
unfriendly relic of
the 1980s”
Kaplan added: “Even in terms
of economics, the irony is that
the MD-80 is actually at less of a
disadvantage now than several
months ago, because jet fuel is so
cheap, so a fuel-guzzling plane is less
of a problem. But because demand for
all aircraft is down, airlines can also
get better deals than before on newer
aircraft, which still burn less fuel and
are cheaper to maintain. When the
world needs fewer aircraft, the oldest
ones invariably leave the fleet.”
Kaplan suggested that another
reason for their longevity was down
to Delta’s very well regarded TechOps Together with its younger
sibling the MD-90, the types
maintenance operation for doing “a flew about 900 daily flights
great job keeping the MD-88s and over 600 routes across the
MD-90s well maintained with their Delta’s domestic network in
cabins in excellent shape. A casual 2014. AIRTEAMIMAGES.COM/
BASTIAN DING
flier would never guess that those
planes are, on average, more than a
quarter century old.”
Delta and the Mad Dog
The carrier’s history with the type
began relatively late when it placed
an initial order for 30 MD-88s in
January 1986 with options for 50
more. Operators such as American
Airlines, AirCal, Alaska Airlines, Muse
Air, and PSA Airlines were already US
customers successfully operating the
MD-80s in the country.
Delta’s first four MD-82s’ entry
into service coincided with its April
1, 1987 merger with Western. From
its Atlanta/Hartsfield–Jackson
hub, the spokes radiated out to
Austin/Bergstrom, Birmingham/
Shuttlesworth, Cincinnati/Northern
Kentucky, Jacksonville, Dallas/
Fort Worth, Houston/George Bush
Intercontinental, Oklahoma City/Will
Rogers World Airport, Little Rock/
Clinton National, Shreveport/Regional
and Washington DC airports. At the
time, the carrier also operated the
737-200 and 737-300, mostly picked
up from Western. The MD-88 would
outlast both airplanes and was highly
efficient on Delta’s Florida to New York
City routes and out of the ‘hot and
high’ Salt Lake City hub.
Much like American Airlines
In total, 1,191 examples of
the MD-80 were delivered
to customers between 1980
and 1999. AIRTEAMIMAGES.
COM/ ADAM TETZLAFF
branding their MD-80s as the ‘Super
80’, Delta wanted their new jet, with
its EFIS glass cockpit and efficient
engines, to stand out. Hence, they
labelled them as MD-88s, even
though they weren’t officially
designated as such. The first eight
airframes the airline received were
MD-82s, but they were branded as
‘MD-88’ as they had not been added
to the DC-9 type certificate yet. The
ninth, N909DL (c/n 49540), was the
first aircraft delivered as an MD-88
as specified on its manufacturer’s
plate in December 1987, first entering
service on January 5, 1988.
The MD-88 became the first variant
on the DC-9 type certificate not to
be officially designated as a DC-9
sub-series as it’s not a DC-9-88. It is
technically still a DC-9 as it is on the
same type certificate, along with the
717 and MD-90. Nearly 160 MD-88s
would be built, with 120 being taken
up by Delta. The rest were bought by
Aeroméxico, Aerolíneas Argentinas,
Aviaco, Midway Airlines, Midwest

A “rugged workhorse” is
how some have described
the MD-88. The narrowbody
could manage even in very
unfavourable conditions.
AIRTEAMIMAGES.COM/
RONALD J STELLA

www.key.aero 91
Airlines and Onur Air. The first
MD-88 entered the Delta fleet in
January 1988, with the final MD-88
arriving in December 1993.
The first eight to be delivered to the
Atlanta-based carrier were eventually
converted to MD-88s. These changes
were done in-house at Delta’s
maintenance facilities. The final new
example was delivered in December
1993 with the operating fleet peaking
at 120, though additional used aircraft
were acquired for parts harvesting.
92 AIRLINER WORLD AUGUST 2020
The Younger Sibling
While the MD-80 would continue
into production until nearly the
millennium, the airline chose to
introduce a new platform to replace
their 727s. It became the launch
customer for the MD-90-30 in
November 1989, placing an order
for 50 aircraft with 110 options. The
160-seat variant was a 4.75ft (1.45m)
stretch of the baseline MD-80,
but was powered by quieter, more
powerful and more fuel efficient
International Aero Engines IAE
V2500 high bypass turbofans – the
same powerplants found under
the wings of some Airbus A320ceos.
Delta would become the world’s
first MD-90 operator on April 2,
1995, basing them originally out of
Dallas/Fort Worth.
The airline eventually held a fleet
comprising 65 examples, though
only 16 were from the original launch
order. The MD-90 programme was
cancelled after the Boeing/McDonnell
“In 2014, the Mad Dogs
accounted for 50% of
arrivals and departures
at Delta’s Atlanta
hub – the world’s
busiest airport.”
In more than 30 years of the
aircraft’s service, roughly
750 million passengers have
flown on the MD-88.
FLICKR COMMONS/ALAN WILSON
Previously, the MD-88s and
MD-90s had been expected
to be phased out by the
end of this year and 2022,
respectively. However,
the onset of coronavirus
changed all that.
AIRTEAMIMAGES.COM/
ADAM TETZLAFF
BOTTOM RIGHT • A sign of Douglas merger in favour of the across its entire 25-year career. the domestic network. Michael
the times: the celebratory new 737 Next Generation. In 1997, The combined MD-80 and MD-90 Thomas, Delta spokesman, summed
food provided by Delta
was all pre-packaged to the airline axed its order for the fleet chalked up some impressive up the importance of the Mad Dog
allay concerns over virus last 16 MD-90s, instead choosing numbers. In 2014, the Mad Dogs to the carrier: “They have been an
transmission. the Boeing-built jet. Delta filed for accounted for 50% of arrivals and absolute stalwart for us. They helped
BELOW RIGHT • Delta did bankruptcy in 2005, citing rising departures at Delta’s Atlanta hub us during the times when we didn’t
not let the occasion pass fuel costs, but emerged two years – the world’s busiest airport. Over have the capital to acquire new
without a celebration; later and rekindled its interest in the the course of 33 years, they flew 750 aircraft and put us in a position to be
the gate area was well
MD-90 fleet between 2009 and 2013. million passengers, 12.1 million flight a strong and reliable airline.”
decorated with balloons.
During this period, it purchased hours and 8.7 million flights at the But their time had come. Every
BELOW • Raring to go, the and refurbished 49 used examples, hands of 9,032 different pilots. other mainline operator in the world
author gets ready to board
including the only two built in China. The peak fleet of 185 jets flew some had already retired their Mad Dogs,
the final Delta Air Lines
MD-88 flight. The narrowbody flew for Delta 900 daily links over 600 routes across with American parking the last

www.key.aero 93
 of their MD-80s in September 2019.
Delta already had one of the oldest
fleets of any US airline, with an
overall average fleet age of 14.5 years
as of 2020. Its MD-88s average 28.7
years while for the MD-90 it's 22.7
years. In February, just prior to the
coronavirus-driven fleet reduction,
Delta was operating 47 MD-88s and
29 MD-90s. With the collapse in
traffic caused by the pandemic, the
carrier parked 650 jets, or half of
the combined 1,316 examples in its
mainline and Delta Connection fleet.
As a direct consequence, the airline
announced it would accelerate the
retirements of its entire Mad Dog
fleet to June 2, 2020. The MD-88s
and MD-90s had previously been
expected to be phased out by the end
of this year and 2022, respectively.
The Final Flight
The commemorative flight DL88
from Washington/Dulles-Atlanta
sold out within minutes. With Delta’s
COVID-19 policy of not booking
flights exceeding 40% of loads in First
and 50% in the main cabins,
the aircraft wasn’t full – unheard
of for final flights. As a result, just
84 of 149 seats were occupied by
paying customers.
The service was flown by Jim
Hamilton, the airline’s Atlanta chief
pilot and Carl Nordin, Delta’s MD-88
chief line check pilot.
Flying time would be one hour
and 14 minutes at 36,000ft. The
lightly loaded aircraft would carry
The aircraft operating the
final flight, N900DE (c/n
53372), was delivered to the
carrier on March 12, 1992.
94 AIRLINER WORLD AUGUST 2020
approximately 15,000lbs (6,083kg)
of Jet A-1 fuel. Weather along the
entire final flight was forecast to
be excellent.
On that final morning, eight
MD-88/90 jets were flown into
Atlanta from various cities, while the
rest would depart outstations direct
for storage. But DL88 would be the
last to arrive.
The aircraft in question was
N900DE (c/n 53372), the 100th MD-88
to be delivered to Delta. According to
industry news agency ch-aviation,
since first entering service with
the airline in March 1992, she had
nearly 59,936 landings entered in her
logbook and spent just over 73,000
hours aloft.
The jet was a typical Delta ‘milk run’
aircraft with an average stage length
of 1hr 21mins and daily utilisation of
7hrs 4mins, though this had declined
to five hours in recent years.
By 6.30am, Washington/Dulles
gate B74 was buzzing with excited
employees and a surprisingly large,
young crowd of aviation fans.
With airlines in dire straits no one
expected much, but Delta wasn’t
about to let the occasion pass without
a celebration. The mood was upbeat
and the boarding area well decorated.
If not for the presence of crew and
passengers wearing the mandatory
personal protection masks, this
gate party could have looked like it
was thrown any time. With bursts
of applause and clicking camera
shutters, the crew were afforded
celebrity status. They weren’t content
to just work the flight, they wanted
to be part of the party – setting up a
commemorative group photo.
Special flight or not… we were in
the middle of a pandemic, so health
and safety came first. Delta, like most
airlines, had instituted strict
COVID-19 cleaning and social
distancing protocols that became
obvious during the boarding process.
To avoid crowding in the aisle, the
procedure was slightly delayed to
finish deep cleaning the aircraft.
Boarding began from the rear of the
jet forward in small batches of rows.
As we stepped on board, we were
handed the new normal of Delta’s
austere domestic catering: a plastic
bag filled with a bottle of water, health
bar and a disinfectant towelette.
Once on board, the party had
begun but in a sign of the times,
almost everyone was seated before
the seatbelt sign came on. Before
pushback, the crew addressed the
crowd, who hung on their every word.
Captain Nordin regaled passengers
with Mad Dog trivia, but became
caught up in the emotion of the
moment: “It’s our baby. It created a lot
of jobs. This was the plane I trained
on. It’s going to be sad to park her.”
Jim Hamilton who, like his
ABOVE • Ross Davis, senior
flight attendant for the
airline, said the aircraft
was close to his heart as it
was the first type he had
worked on.
TOP LEFT • When boarding,
passengers were given a
plastic bag filled with a
bottle of water, health bar
and a disinfectant towelette.
ABOVE RIGHT • Captains Jim
Hamilton (left) and Carl
Nordin were up front for the
last ever passenger service
of the type.
TOP RIGHT • An unusual sight
for a final flight – the service
was not full because of
Delta’s COVID-19
booking policy.
An unmistakable wing, the
surface clearly showing
signs that it has been
worked hard over the years.
www.key.aero 95
co-captain, had been working with
the jet for more than 20 years, said
the Mad Dog was a machine that
tested its aviators: “You had to
stay on top of her. She was a true
pilot’s plane.”
Ross Davis, senior flight attendant,
commented: “This plane is close to my
heart. It was the plane I worked on my
first day. And it was the first plane to
take me to an international destination,
which was a big step for me.”
From a crew standpoint, he said
he’d miss working the wide aisle,
while the passengers lamented the
end of the 2-3 seating, which reduced
the number of dreaded middle seats.
After everyone was seated and
somewhat separated, we pushed back
96 AIRLINER WORLD AUGUST 2020
on time. During our taxi out, our
aircraft was washed by the obligatory
commemorative water cannon salute.
Residual water droplets left on the
windows looked like tears as we past
rows of United Airlines jets silently
waiting to return to the air.
At 8.40am, the engines spooled
up to nearly max thrust. Within 30
seconds, from Runway 30, the lightly
loaded jet did the signature steep Mad
Dog rotation, leaping into the air with
a high angle of attack. There was no
applause, but a quiet contemplation as
the audience soaked in the last famed
jet fighter-like take-off.
The MD-80 was often called the
‘Mullet Plane’ with its ‘business in
the front’ whisper-quiet cabin and
loud ‘party in the back’ from the After these retirements,
twin rear mounted Pratt & Whitney there are no longer any
JT8D engines. “I will miss the noise McDonnell Douglas designed
and branded aircraft flying
the most. If you live within 40 miles for a Part 121 mainline
of the airport, you know how an carrier in North America.
MD-80 sounds,” remarked one young AIRTEAMIMAGES.COM/
ADAM TETZLAFF
enthusiast.
There were undoubtedly big smiles
on everyone’s faces, but they were
obscured by the mandatory masks.
The seatbelt sign was switched off
and many milled about the cabin
taking more than just photos. Some
passengers got a bit overzealous
and pried off overhead placards
from the plane. The flight crew
admonished the crowd – because
this was a revenue flight, passengers
had to leave anything they’d taken.
 “Thank you Mad Dog for the people you have moved and the lives you
have touched.” Delta senior flight attendant Ross Davis
However, safety card souvenirs were
fine to take and completely spoken
for. One was even passed around for
everyone to sign. Delta had prepared
special bags and the cabin crew wrote
personalised thank-you postcards.
In a role reversal, instead of the star
of the day signing autographs, the
fans autographed the star;
passengers then started to put many
marker pens to use, tagging the cabin
with illustrations, signatures and
notes. It became so crowded in the
aisles that the crew had to remind
everyone about social distancing
measures in force.
At 9.35am, the JT8s were throttled
back and the Mad Dog began its
final descent. The illuminating
seatbelt sign went unnoticed at first,
but finally, with everyone belted
in their seats and trays in their
upright positions, the flight’s finale
approached. The cabin went silent
again when Delta’s bespoke blue LED
cabin moonlighting switched on,
indicating final approach.
At 9.55am local time, the
28-year-old aircraft gently kissed
Atlanta’s Runway 08L for the last
time. N900DE was the last Delta
Mad Dog to arrive home by an hour.
Most of her sisterships were already
en route to their final resting place
in Blytheville, Arkansas. With the
departure of the armada of Mad Dogs,
Atlanta/Hartsfield-Jackson Airport
would never look the same.
Taxiing in, flight attendant Ross
Davis left us with final thoughts:
“Thank you Mad Dog for the people
you have moved and the lives you
have touched.”
Following one last water cannon
salute, a large crowd of employees
waving Delta and US flags welcomed
their last MD-88 home. After our
1980s relic arrived on stand, our
cabin crew gave the final, “cross-
check and all call” and the crowd
applauded what truly was the end of
an era. The jet would sit in repose
bathed in the glow of admirers for a
few hours before embarking on her
last flight. With engine shutdown
complete, the 33-year Mad Dog era
at Delta had ended.
www.key.aero 97
next month
The SEPTEMBER 2020 issue of Airliner World includes:
On sale
Aug 13*
Boeing 777 at 25 enormous innovation and development.
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the sometimes mysterious world of
plus
Don’t miss our special report charting 25 Airliner World’s comprehensive 20+ pages
years since the first revenue service of the aviation coatings. of global NEWS.
Boeing 777. We examine the development
of the widebody jet and assess the
prospects for future variants. Trislander Triumph N.b. contents subject to change

Since first taking to the air in September (*UK scheduled on sale date. Overseas

Not Just Paint 1970, the three-engine Britten-Norman

While special liveries are often the most
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