A Delta Connection CRJ-200 in Minneapolis/St. Paul (Photo: AirlineGeeks | Joey Gerardi)
Atlanta-based Delta Air Lines is down to just three routes on one of the most unanimously hated aircraft in the skies, the 50-seat CRJ-200. This past Sunday and Monday, Oct. 8 and Oct. 9, 2023, SkyWest performed a mass retirement from its midwestern hubs Detroit and Minneapolis/St. Paul.
This end of CRJ-200 service from these midwestern hubs is the first time SkyWest hasn’t seen Delta-branded CRJ-200 service since the days of Northwest when it operated the type all around the country, from both of these hubs.
A Delta CRJ-200 in Iron Mountain (Photo: AirlineGeeks | Joey Gerardi)
Delta branded service on the CRJ-200 ended in Atlanta this past May when Endeavor Air, Delta’s wholly-owned subsidiary, operated its last flight with the regional jet. Since May, SkyWest is the only regional carrier that has been operating CRJ-200 under the Delta brand. Now, there is just a single hub that still sees regularly scheduled CRJ-200 service under the Delta brand: Salt Lake City.
Why Is Delta Ending CRJ-200 Service?
The reason for this switch was an order by Delta to their regionals that all Delta branded service must be on two-class aircraft come December of 2023. This order perfectly lines up with the last day of service for the Delta CRJ-200.
At the time of writing, there are technically four CRJ-200 routes, but one of them, West Yellowstone, Montana, is a summer seasonal route that has its last day of seasonal operations on Oct. 15, 2023. The carrier will presumably resume service with the CRJ-700 or CRJ-900 when the season begins again in May.
A Delta Connection CRJ-900 (Photo: AirlineGeeks | Joey Gerardi)
But after October 15, the airline will then be down to just three markets: Elko, Nev,, Cedar City, Utah, and Moab, Utah, only flying to Salt Lake City. Elko sees one daily flight, Cedar City sees two on most days, and Moab sees daily service until the beginning of November when it will switch to five-weekly flights until Nov. 30, 2023.
According to Delta’s website, Elko and Cedar City will switch to the CRJ-900 as of Dec. 1, 2023. Moab, just like West Yellowstone, is a summer seasonal destination with its last day for the season being Nov. 30, 2023.
While most people hated the CRJ-200 for its cramped size and lack of premium seating, it affected the aviation community, especially for smaller cities. For a lot of destinations, the aircraft was the arrival of the jet age away from the smaller 30-seat propeller airplanes, particularly for Essential Air Service communities.
A Delta Connection CRJ-200 in Butte, Mont. (Photo: AirlineGeeks | Joey Gerardi)
With most passengers rejoicing the final flight of Delta’s CRJ-200, this aircraft will truly be a milestone in the carrier’s history and how they were able to build its network to small communities around the country.
And while Delta will phase out the CRJ-200 from operations, United still operates many of them through its partner SkyWest, and American unretired the jet this past spring under Air Wisconsin and has no plans to retire it in the near future.
Joey has always been interested in planes for as long as he can remember. He grew up in Central New York during the early 2000s when US Airways Express turboprops ruled the skies. Being from a non-aviation family made it harder for him to be around planes and would only spend about three hours a month at the airport. He was so excited when he could drive by himself, the first thing he did with his driver's license was get ice cream and go plane spotting for the entire day. He graduated from Western Michigan University in 2022 with a B.S. in Aviation Management & Operations and a Minor in Business, and currently works for a major airline in his hometown.
AirlineGeeks.com was founded in February 2013 as a one-person blog in Washington D.C. Since then, we’ve grown to have 25+ active team members scattered across the globe. We are all here for the same reason: we love deep-diving into the fascinating realm of the airline industry.
The America West retro livery is the latest to join American's line up (Photo: Brady Kendrick)
Editor’s Note: AirlineGeeks is excited to launch our ‘Livery of the Week’ series. Every Friday, a team member will share an airline livery, which can be from the past, present, or even a special scheme. Some airline liveries are works of art. The complexity associated with painting around critical flight components and the added weight requires outside-the-box thinking from designers. The average airliner can cost upwards of $200,000 to repaint, creating a separate aircraft repainting industry as a result.
American has yet again unveiled a refreshed retro livery on one of its Airbus A321s (N580UW). Now, the airline has updated its America West livery, moving it from a smaller A319 (N838AW). This is the final planned heritage livery to move from an A319 to one of the carrier’s A321s.
Earlier this year, American announced its plans to move all its retro liveries from A319s to A321s, including the PSA, Piedmont, Allegheny, and now America West designs. Each of these represents airlines of the past that made up US Airways, which merged with American in 2013. The Fort Worth-based airline has a wide array of retro – or ‘heritage’ liveries – across its fleet of over 900 aircraft.
American’s latest retro jet is an A321 painted in the America West livery )Photo: Brady Kendrick)
N580UW was delivered to American/US Airways in 2014 after the merger had been announced. At only nine years old, it is one of the younger A321s in the airline’s fleet.
America West: From Phoenix to the World
America West Airlines, established in 1983, began as a regional carrier in Phoenix, Ariz., founded by local businessman Edward R. Beauvais. Over the years, the airline evolved from its modest beginnings to become described as ‘the airline that took over the world,’ one TheStreet post said.
Initially, America West operated a fleet of three leased 737-200s, serving a limited number of cities in the western U.S. The airline went head-to-head with Southwest Airlines, which was also digging its heels into the Phoenix market at the time.
The airline was quick to expand, adding 23 destinations to its route map in 1984. America West would also continue to add to its fleet of 737s, with 13 total. Throughout its history, the carrier had a fairly diverse fleet, including Boeing 747s, 757s, and later A320s, which were delivered in 1990, according to the AWA History website.
Throughout the 1980s and 1990s, America West Airlines expanded its route network and fleet. Needing more space for its budding operation, the airline committed to a lease for Terminal 4 at Sky Harbor Airport, which opened in 1990. This expansion included flights to major cities across the U.S. and even some international destinations, including London.
The 1990s were a period of financial woes for America West Airlines, with the company filing for bankruptcy in 1991. The airline cut costs and eventually became profitable again in the early 2000s as a low-cost carrier.
In 2005, America West Airlines merged with US Airways, forming the US Airways Group. This merger resulted in a larger airline, and the combined entity retained the US Airways name. At the time of the merger, America West grew to become the eighth largest airline in the United States with hubs in both Phoenix and Las Vegas along with 140 aircraft.
Evolving Liveries
As it grew, America West had two different liveries across its fleet. Even though the logo largely remained unchanged from its founding to the 2005 US Airways merger, a few tweaks to the paint scheme and brand were made.
An America West 737 (Photo: Torsten Maiwald (GFDL 1.2 <http://www.gnu.org/licenses/old-licenses/fdl-1.2.html> or GFDL 1.2 <http://www.gnu.org/licenses/old-licenses/fdl-1.2.html>), via Wikimedia Commons)
Through the early 1980s, the airline’s original livery featured a combination of royal blue and red, with a stylized logo on the tail and the airline’s name in bold red letters. This design was painted over a white fuselage. After the merger, US Airways preserved an Airbus A319 in this livery, registered as N828AW. However, this aircraft was later painted in the standard American livery.
In 1996, America West unveiled a new livery that catered to its Southwestern roots. The new livery used a palette of pearl white, orange, and turquoise colors along with the airline’s name more boldly displayed on the fuselage. This livery has been preserved now on N580UW, which rolled out of an Amarillo paint shop on Friday.
Ryan founded AirlineGeeks.com in February 2013 and has spent more than a decade covering the airline business. His work has been featured by CNN, WJLA, CNET, and Business Insider. His aviation experience spans airport operations, Part 135 regulatory compliance, and airline crew workforce planning, along with time behind the yoke of a Cessna 172 and interviews with airline executives. Ryan now serves as Group President of Firecrown Media’s Aviation Group. He holds a B.S. in Air Transportation Management and an MBA from Arizona State University and teaches Airline Management at Embry-Riddle Aeronautical University.
A partnership between electric seaglider manufacturer, REGENT, and regional air mobility platform, Surf Air Mobility, is set to bring all-electric seaglider operations to South Florida. The partnership, announced Oct. 12, will establish a hub in Miami providing passenger transport service routes from Miami, Fort Lauderdale, Palm Beach, and the Caribbean Islands.
According to the announcement, nine million passengers travel through South Florida each year via various modes—air, ferry, rail and car. REGENT’s Viceroy Seaglider operates as a boat, hydrofoil or aircraft in ground effect and the company says it expects to carry 1.5 million passengers a year.
“REGENT seagliders are a great solution to the growing transportation needs of residents and visitors in Miami and South Florida,” said Stan Little, CEO of Surf Air Mobility.
“By leveraging our platform at Surf Air to bring new, electrified transportation to market, we believe REGENT seagliders can unlock new routes along Florida’s coastal corridors that complement our existing service networks and furthers our commitment to operating an electrified fleet.”As part of its plan, REGENT will deliver Viceroy seagliders to Mokulele Airlines—a subsidiary of Southern Airways, which was recently purchased by Surf Air Mobility. The seaglider aircraft can accommodate 12 passengers and can cover distances of up to 160 nautical miles, with a cruise speed of 160 knots. REGENT expects the electric seaglider to enter service in 2025.
AirlineGeeks.com was founded in February 2013 as a one-person blog in Washington D.C. Since then, we’ve grown to have 25+ active team members scattered across the globe. We are all here for the same reason: we love deep-diving into the fascinating realm of the airline industry.
An El Al Dreamliner in Everett, Wash (Photo: AirlineGeeks | Katie Bailey)
Israel’s national airline – El Al – seems determined on continuing near regular operations despite an active war taking place in its home country. The airline has also added flights to support the repatriation of citizens while also heeding the call of the Israeli military to bring in 360,000 reservists.
In a largely unprecedented move, El Al will also operate flights on Saturday, which is the Jewish Sabbath. As a religious observation, the airline does not typically operate from sundown Friday evening until sundown Saturday evening. According to View from the Wing, El Al consulted with rabbis and concluded that preserving life was critical.
Continuing Service in a War-Torn Region
With OpsGroup categorizing Israel’s airspace as a ‘Level 1 – Do Not Fly’ risk, most carriers have pulled down their schedules to Tel Aviv, the region’s largest airport. Numerous reports continue to emerge of attacks directly on the airport as war continues to rage.
AirlineGeeks analyzed schedule information from industry data provider OAG. Even while maintaining the largest market share at Tel Aviv’s Ben Gurion airport at roughly 20%, El Al has canceled only nine flights total since reports began to emerge of Hamas’ initial attack on Saturday, Oct. 7 to Thursday, Oct. 12.
For 2023, El Al has the most capacity from Israel, according to Cirium data. The carrier had 30,498 scheduled for the entire year.
El Al’s nine flight cancellations represent approximately 3% of the carrier’s 290 scheduled operations from Tel Aviv. Of course, not all of these cancellations are directly correlated with the ongoing war.
For reference, Israir – a domestic and regional operator in the country – has scrubbed 39% of its planned schedule during the same period. Also, Turkish Airlines, one of only a handful of international operators still serving Tel Aviv, canceled 44 of its planned 88 flights.
Despite being the largest airline in Israel, El Al has canceled the fewest number of flights relative to its planned schedule.
Maintaining a Safe Link
Flying through a war zone does indeed present its own set of risks, but so does cutting off an air link. With wartime bringing its own set of economic challenges as well, perhaps El Al is weighing those risks as it looks at the airline’s overall strategy.
The airline is well-positioned to handle such events as most of its fleet has anti-missile deterrence capabilities. It also has some of the most stringent security protocols in the world.
Ryan founded AirlineGeeks.com in February 2013 and has spent more than a decade covering the airline business. His work has been featured by CNN, WJLA, CNET, and Business Insider. His aviation experience spans airport operations, Part 135 regulatory compliance, and airline crew workforce planning, along with time behind the yoke of a Cessna 172 and interviews with airline executives. Ryan now serves as Group President of Firecrown Media’s Aviation Group. He holds a B.S. in Air Transportation Management and an MBA from Arizona State University and teaches Airline Management at Embry-Riddle Aeronautical University.
A TAAG 777-300ER (Photo: AirlineGeeks | Parker Davis)
Just a few days ago, a pivotal moment unfolded within the corridors of TAAG Angola Airlines, the national flag carrier of Angola. The airline’s Shareholders’ Meeting convened, presided over by Eduardo Fairen, to initiate a transformation that would influence the airline’s governance and strategic vision.
The meeting signified the winds of change as the airline embarked on reshaping its leadership structure and charting a new course for its future. The changes come as the airline celebrates a promising fleet expansion, which includes the acquisition of four Boeing 787 Dreamliners and the introduction of a Boeing 737-800BCF into its operational lineup.
The order includes two Boeing 787-9 and two Boeing 787-10 aircraft, with the first delivery expected in August 2024. This forward-looking decision to introduce the 787 Dreamliner, known for its remarkable fuel efficiency and passenger comfort, aligns with the airline’s vision for modern, efficient, and versatile aircraft.
As Eduardo Fairen, CEO of TAAG Angola Airlines, stated, “The 787 option suits our intent for modern, size-wise, and efficient equipment, able to progressively replace our current widebody fleet, and provide our customers with an improved flight experience.”
These Dreamliners are set to open new routes and expand TAAG’s international network, offering passengers larger windows, improved cabin humidity, and a more comfortable flying experience. Moreover, the Dreamliner’s reduced fuel consumption and emissions will contribute to the airline’s commitment to sustainability.
737-800BCF Addition
In addition, the airline is in the process of incorporating a Boeing 737-800BCF (Boeing Converted Freighter) into its fleet. This versatile aircraft, originally a 2000-vintage 737-800, is set to play a vital role in the airline’s cargo business operations.
While specific details about the 737-800BCF’s role and routes are forthcoming, it’s evident that TAAG is diversifying its fleet to cater to various flight typologies, including cargo operations. The addition of this freighter marks TAAG’s commitment to offering a comprehensive range of services to meet the needs of its customers.
Board Restructuring: A New Era for Governance
In parallel with its fleet renewal, TAAG Angola Airlines is restructuring its Board of Directors. With the entry of new Executive and Non-Executive Directors, the Board now consists of 11 members, with seven serving as Executive Directors and four as Non-Executive Directors.
1. Chairman of the Board of Directors – Ana Major
2. President of the Executive Committee – Eduardo Fairen
3. Executive Administrator Operations – João Semedo
4. Executive Administrator Maintenance and Engineering – Said Daalaoui
5. Executive Commercial Administrator – Nowel Ngala
6. Executive Administrator Infrastructure, Supply Chain, and Services – Manuela Pardal
7. Executive Finance Administrator – Gabriela Bastos
8. Executive Director, Legal and Human Capital – Suzana Ramos
The Non-Executive Directors, Rui Carreira, Misayely Abias, and Iuri Neto, bring valuable insights and oversight to the Board.
Important to note is that TAAG will be welcoming Asky Airlines’ commercial director Nowel Ngala as its Chief Commercial Officer (CCO) and director. Ngala’s extensive experience in the aviation industry will be instrumental in driving the airline’s commercial activities, especially in light of the challenges posed by the pandemic and the forthcoming opening of the new Luanda airport.
Victor Shalton's love for aviation can be traced to when he was 11-years-old. As a seasoned aviation writer, he takes pride in providing the best aviation coverage around the globe and is passionate about advancing his skills in the aviation space. In addition, he loves travelling, writing, arts and while his speaking engagements have taken him around the world, he is proud to call Nairobi home.
Boeing, NASA and United to test SAF benefits with 737-10 and DC-8 aircraft flying together. NASA's DC-8 will measure emission data comparing jet fuel and SAF.
Boeing is partnering with NASA and United Airlines for in-flight testing to measure how sustainable aviation fuel (SAF) affects contrails and non-carbon emissions, in addition to reducing the fuel’s life cycle climate impact. Shown here, Boeing’s second ecoDemonstrator Explorer, a 737-10 destined for United Airlines with LEAP-1B engines, will fly with 100% SAF and conventional jet fuel in separate tanks and alternate fuels during testing. (Photo: Boeing)
Airlines and manufacturers across the globe are pouring resources and time into finding a fuel solution that will reduce the impact aviation has on the environment. Boeing, the German Aerospace Center, NASA and United Airlines are continuing the search in a rather interesting way. Using a Boeing 737 MAX 10 painted in a special United eco livery and a NASA DC-8, the group will monitor and record emission data from the 737 using SAF and traditional jet fuel in flight.
Boeing has used numerous ecoDemonstrator aircraft over the years to improve industry understanding of the impacts aviation has on the environment. Most recently, the Arlington, Va.-based manufacturer has used an Alaska Airlines 737 MAX 9, 777-200ER and 787-10. The 737 MAX 10 which will be used during the air-to-air flights has been painted with a special livery signifying the environmental mission the aircraft will carry out.
United Airlines 737 MAX 10 N27602 (in The Future is SAF livery) test flight at KPAE today. pic.twitter.com/9Vs8zhhwcO
The 737 will fly with sustainable aviation fuel (SAF) in one tank and conventional jet fuel in another, allowing atmospheric comparison data between the two to be captured by the NASA DC-8, which will be following the 737 in flight. Specifically, the NASA airborne science lab will be capturing emissions produced by each fuel type and contrail ice particles. The goal of the testing is to gain more of an understanding of how fuel designs, engine combustion and other technologies can reduce atmospheric heating.
According to Boeing, SAFs can reduce emissions by 85% of the fuel’s life cycle. Created from blends of materials, such as cooking oil and agricultural waste, SAFs are the most promising fuel source for significantly reducing emissions in the aviation industry in the near future. Per the press release, Boeing has committed to deliver aircraft entirely compatible with SAFs by 2030.
NASA’s mission integration manager for Sustainable Flight National Partnership, Rich Wahls, believes deploying the agency’s DC-8 will be extremely beneficial stating “Flight testing is complex and resource-intensive, yet it’s the gold standard for understanding how sustainable aerospace innovations affect changes in contrails and climate.”
NASA’s DC-8 (Photo: Photographer: Eric James, Public domain, via Wikimedia Commons)
Based in Palmdale, Calif., NASA’s DC-8 is a four-engine rarity in the current aviation world. Joining NASA in 1985, the 53-year-old aircraft is still going strong, collecting atmospheric data across the globe and studying changes in the environment. The test bed also has the ability to monitor and track space bourne objects, along with offering an inexpensive way to test instrumentation to be deployed on satellites.
As the launch customer of the longer -10 variant, United is demonstrating their continued support in furthering SAF research. The 737 MAX 10, with the option for 10 more seats than the shorter -9, will reduce fuel emissions by 20% compared to the aircraft types it will replace, says Boeing.
Zach’s love for aviation began when he was in elementary school with a flight sim and model planes. This passion for being in the air only intensified throughout high school when he earned his Private Pilot Certificate. He then attended Embry-Riddle Aeronautical University, earning his certificates and ratings to later flight instruct and share his passion for aviation with others. He now resides in the North East living out his dream as an airline pilot.
Private to Professional Pilot: Minimum Crew Rest
How rest requirements work at both Part 121 and Part 135 carriers in the U.S., and what do they mean in the non airline world.
Inside the flight deck of United's 787 at Washington Dulles (Photo: AirlineGeeks | Craig Fischer)
Many people are aware of minimum crew rest periods. Whether it’s through a connection in the industry, an experience where a delay lead to the crew timing out, or a story about such an experience, crew rest periods in Part 121 (and Part 135) flying have proved a critical piece of travel for many.
Minimum pilot rest requirements have been around since the 1960s, and flight attendants got their own duty time limitations in the 1990s. The pilot rules were updated in 2011 with a two-year implementation period, and cabin crews won protections for mandatory 10 hour rest periods in 2022.
It’s important to distinguish between the three pilot rest requirements: the Part 121 requirement for all flight crewmembers, the Part 135 requirement for unscheduled one- and two-pilot crews, and the Part 91 requirement (yes, part 91 has a minimum crew rest requirement).
For our readers who are not intimately familiar with the regulations governing aviation, Part 121 deals with scheduled air carriers (companies like American Airlines, United Airlines, Delta Air Lines, etc). Part 135 (generally speaking) unscheduled charter flights plus a limited type of scheduled flying. Part 91 is general operating and is the regulations chapter a large majority of small propeller planes use.
Let’s recap all three regulations. The air carrier regulation governing all the airlines a casual reader is familiar with is easy to understand. 14 CFR § 121.471 outlines that no flight crew may fly without:
9 consecutive hours of rest for less than 8 hours of scheduled flight time
10 consecutive hours of rest for 8 or more but less than 9 hours of scheduled flight time
11 consecutive hours of rest for 9 or more hours of scheduled flight time.
Austrian Airlines aircraft on the ramp at Innsbruck. (Photo: AirlineGeeks | Wikkiam Derrickson)
14 CFR § 135.267, which governs crew rest for the charter operations, outlines that flight crew must receive:
8 hours for a flight crew consisting of one pilot; or
10 hours for a flight crew consisting of two pilots qualified under Part 135 for the operation being conducted
However, Part 135 pilots may exceed these flight limits if:
Their assigned duty period is no more than 14 hours
Those 14 hours are immediately preceded by and followed by a required rest period of at least 10 consecutive hours of rest; and
The cumulative amount of commercial flying they do does not exceed 8 hours for a flight with one pilot and 10 hours for a flight consisting of two pilots.
There are additional rest requirements when a pilot under Part 135 exceeds their duty time. The important thing to know for those is that if a Part 135 pilot exceeds their maximum duty time regulations, there are extended crew rest limitations before they can be on duty again.
An Alborg Airtaxi North Fairchild Swearingen Metroliner climbing out on departure. (Photo: AirlineGeeks | William Derrickson)
And the Part 91 duty time requirement. This requirement pertains to aircraft operating Part 91 that are managed by an operator of some kind. This covers a wide variety of situations, but one notable situation is when an air carrier operates an aircraft repositioning flight under Part 91 to move it to an airport where maintenance is performed or a scheduled flight will originate. 14 CFR § 91.1059 dictates that, during any 24 consecutive hours, the total flight time to a crew may not exceed:
8 hours for a flight crew consisting of one pilot; or
10 hours for a flight crew consisting of two pilots qualified under Part 91 for the operation being conducted.
14 hours of total duty time
The minimum rest requirement increases after a duty period involving multi-time-zone flights: the minimum rest time goes from 10 hours to 14.
Legal Applicability
The common theme between all three regulations is that they apply to pilots who have some connection to commercial flight operations. That means that hobby pilots have no minimum rest or maximum duty time requirements (and that, though it likely very rarely happens, there is nothing stopping commercial pilots from going to fly general aviation for hours without interfering with their minimum commercial rest requirements).
That does not mean, of course, that general aviation pilots should not think about minimum rest requirements at all. In fact, just that there are no minimum rest requirements – and no flight department managers looking over their shoulders – means that general aviation pilots can be even more creative with their rest requirements than airline pilots.
An Overview of Personal Minimums
Every pilot, whether they are a commercial pilot or a lifetime hobby pilot, is intimately familiar with the concept of “personal minimums.” These are guidelines above and beyond the legal flight minimums for certain operations that define which conditions a pilot feels safe flying in and the concrete limitations that will define which conditions will cause them to cancel a flight.
Personal minimums should cover a wide range of issues, such as weather conditions, physiological states, or mental dispositions. A visual-only pilot may say, for example, that even though the minimum cloud height for visual flight is 1,000,’ that they will not fly unless the minimum cloud ceiling is at least 3,000’ above the ground.
A Boutique Air Pilatus PC-12 (Photo: AirlineGeeks | William Derrickson)
All this to say: fatigue is an oft-overlooked aspect of personal minimums. It is included in the famous IMSAFE checklist that all pilots are familiar with, but it is easy for a pilot to wave it off by saying “I got enough rest; I can feel it”…after downing three cups of coffee in a row and assuming that their caffeine high will both solve all their fatigue problems and last forever.
However, fatigue is among the most insidious threats pilots face. The FAA’s own training materials highlight that pilots may be completely unable to notice signs of fatigue in themselves until they start making massive errors, by which point their control is already clumsy, their thinking slow, and their coordination deteriorating. These are all conditions that could prove incredibly hazardous if an emergency situation arises that pilot notices late and has more difficult handling, or if they encounter a challenging situation like a sudden encounter with instrument meteorological conditions at night.
Establishing Personal Minimums
Therefore, pilots need to go beyond determining whether they feel ok to fly. As with other personal minimums, pilots should use concrete minimums to define whether they’ve gotten enough rest. The regulations we’ve already outlined (§ 121.471, § 135.267, and § 91.1059) are great starting points. Pilots should try to emulate these regulations; after all, if they’re good enough for professional airline pilots, why aren’t they good enough for general aviation pilots?
A Korean Airlines Boeing 777 in Las Vegas. (Photo: AirlineGeeks | William Derrrickson)
However, just like with personal minimums in other situations, pilots should not feel limited to these regulations. If a pilot finds that they in fact need more rest than outlined (maybe they need 8-10 hours of sleep instead of just 8-10 hours of “rest” before flights), they should not hesitate to implement the change.
Further, an additional personal limit might be to say that the pilot will take additional rest in between flights on a single trip. A student pilot completing a 150 NM solo cross country for private pilot certification or a 300 NM solo cross country for commercial pilot certification might stop at each airport they land out to stretch their legs, use the bathroom, have a snack, and recoup for the next segment of their flight. By allowing themselves to de-stress in between each flight, they can de-stress and keep themselves alert for longer since they don’t need to be sharply focused for hours at a time.
Rest Before Duty Time
It is also important to notice that many of the rest requirements in the regulations above list the minimum rest requirements between duty times, not flight times. That means that the clock runs, loosely, from when the pilot leaves the airport one night to when they arrive back the next morning. This is not a question of needing 8 hours from when the wheels touch the pavement on one flight to when they lift off on the next; it’s a question about rest between finishing the post-flight checks one day to starting the pre-flight inspection on the next.
This is another aspect that private pilots must integrate themselves. Don’t just think about how fatigue impacts your flying ability. Consider how it affects your ability to notice discrepancies on your preflight inspection and your ability to properly secure the airplane for the night. All of these items affect the airworthiness of your aircraft and therefore the safety of your flight.
Fatigue Has Many Sources
And pilots should not forget about how other aspects of life impact fatigue. Stress is an especially-critical factor that affects fatigue levels. A pilot may get more tired out dealing with stress than they do without it, so if a pilot knows that they are stressed about something outside of flying, they must increase their rest requirements before and during flights.
The same argument could be made about particularly-challenging flights. The energy demand on a pilot is a lot different on a rural VFR cross country on a bright, cool, clear fall morning to get Sunday brunch versus on a blistering-cold flight in hard IMC. A pilot must be aware of the mission ahead of them and determine if they have enough rest not only to fly but to handle the specific mission ahead of them.
A PenAir Saab 340B on approach to Denver International Airport. (Photo: AirliineGeeks | William Derrickson)
“I can tell you firsthand that well-rested crew members are important to safety,” said acting FAA administrator Billy Nolen, a former airline pilot, in October 2022. This sentiment relates not only to professional pilots but to the casual flyers that share the national airspace system, use the same airports, and in some cases operate in relatively-close proximity to commercial aircraft in busy terminal areas.
Fatigue impacts every aspect of a pilot’s ability to operate an aircraft safely. Do not let it impact your flying in a detrimental way. Using concrete personal minimus about the amount of rest you will get before flights and the amount of rest you will take on long trips is critical to your safety and should not be taken lightly.
Pilots must always give themselves every possible opportunity to succeed. Think of the saying to “use all available resources.” The same sentiment applies to rest: use each available opportunity to keep yourself alert and focused on the task at hand to assure the safe completion of your flight.
Editor’s Note: Welcome back to the Private to Professional series. Each week, we will take time to break down a new regulation written for professional pilots in Part 121 and Part 135 flying, and we will consider different ways to apply those regulations to general aviation. Some regulations have straightforward applications to general aviation, but there is usually more that meets the eye. Thus, we will take time to explore a wide variety of ways general aviation pilots can apply even simple things, like minimum rest requirements, to their own flying. Check back in next week for the next installment of the series. Read last week’s article here.
John McDermott is a commercial pilot pursuing a career in professional flight. His passion for aviation began in an Ann Arbor bookstore with a tale of enemy pilots during World War 2, and he hasn't looked back. Besides flying and writing for AirlineGeeks, John volunteers with Professional Pilots of Tomorrow and travels whenever he gets the chance.
New Startup Targets the Maldives with Ultra-Premium Model
"We are a startup with a lot of innovation," the airline CEO emphasized. The carrier will begin service to several cities in Europe and the Middle East.
Beond, a new all-premium leisure airline based out of the Maldives, has launched with an Airbus A319, featuring 44 lie-flat seats in a 2×2 configuration. The carrier revealed its brand and livery at a press conference in Dubai on Wednesday.
The airline’s approach to operations focuses on the simplicity of its business model. Beond will focus on one customer segment: the leisure premium traveler, with a single in-flight product across a single aircraft type with the same configuration. Of course, this simplifies operations quite a bit therefore reducing operational costs that often come with running highly complex airline operations.
In a press conference, the company’s CEO Tero Taskila emphasized that Beond is not a so-called ‘all-business’ airline, but instead a premium leisure operator.
The livery was specially designed from a California firm (Photo: Beond)
Maximum Outsourcing
Asset-light is the other key part of the startup’s plan. The airline expects to utilize maximum outsourcing for maintenance, catering, staff, etc. This will come alongside leasing aircraft instead of ownership. Beond says it will use a leased fleet of 68-seat A321LR/XLR aircraft to reduce costs. Deliveries of the newer jets are expected in 2024, the airline says.
Additionally, turnaround times are much faster for narrowbody aircraft. Beond expects to have turnaround times be less than an hour to maximize aircraft utilization across the eventual fleet.
Premium Positioning
Every new airline needs a hub or focus city. For Beond, it is Male Airport in the Maldives. Given the brand’s position as a premium leisure airline, it chose the Maldives, which generally has strong demand for premium leisure travel to the famed vacation destination. It’s also located within range of several key markets that can be readily served by the expected fleet.
The seats are designed by Optimares, which are found also on Four Seasons’ private jet (Photo: Beond)
The airline also expects that there is significant pent-up demand that will endure. Furthermore, the Maldivian government has expressed significant support for the airline with Beond being able to secure more slots than any other carrier at the Male airport. As part of the airline’s experience offerings, it plans to partner with resorts in the Maldives. “The resorts [in the Maldives] have welcomed us with open arms,” Taskila shared.
In November, Beond will begin service from Munich, Zurich, and Riyadh. Later, in March 2024, Milan and Dubai will begin. The carrier will serve Dubai’s Al Maktoum International Airport (DWC). Flights from Europe will be forced to make a technical stop in Dubai as the airline awaits its longer-range aircraft.
Beond is looking toward massive growth over the next five years out of Male. It expects to acquire 32 aircraft and serve 52 non-stop destinations across four continents and 26 countries. The startup airline is slated to serve many primary markets within Europe, Asia, Oceania, and Africa such as London, Paris, Shanghai, Taipei, Johannesburg, and Sydney. However, given the relatively small aircraft size and lower costs to scale, Beond expects to be able to fly to a large number of secondary markets that may not have enough demand for non-stop widebody service. This will include markets such as Warsaw, Basel, and Almaty.
“We are purely point-to-point,” the airline’s CEO added during a press conference in Dubai.
While the overall idea of a long haul all-premium airline is not unique, none so far have set such ambitious goals as Beond. La Compagnie, another all-premium airline, has been around since 2013, however, it only has a fleet of two aircraft and serves four destinations, Newark, N.J., Milan, Nice, and Paris. It also took the airline nine years to finally make a profit.
Editor’s Note: AirlineGeeks’ Hemal Gosai and Ryan Ewing contributed to this story.
Hemal took his first flight at four years old and has been an avgeek since then. When he isn't working as an analyst he's frequently found outside watching planes fly overhead or flying in them. His favorite plane is the 747-8i which Lufthansa thankfully flies to EWR allowing for some great spotting. He firmly believes that the best way to fly between JFK and BOS is via DFW and is always willing to go for that extra elite qualifying mile. Hemal's opinions are his own and do not reflect those of his employer.
First Look: American Debuts Refreshed Allegheny Retro Jet
In September, American repainted two A321s – N581UW and N852UW – in the PSA and Piedmont heritage liveries respectively. The Allegheny livery becomes the latest.
The Allegheny retro livery was once on an A319 (Photo: American Airlines)
Fort Worth-based American Airlines has unveiled the latest (re)addition to its lineup of retro-themed liveries. Previously on an A319 (N745VJ), the carrier shifted the paint scheme to a larger A321 (N579UW). The Allegheny retro jet joins a list of recently refreshed special liveries, including American’s PSA, Piedmont, and US Airways themes.
Earlier this year, the airline announced that it would be moving all its A319 retro liveries to the larger A321 variant. Sometimes called ‘heritage’ liveries, each one represents an airline from the past that eventually made up today’s American Airlines brand. These include US Airways, Piedmont, PSA, America West, and Allegheny on the airline’s Airbus fleet.
American’s latest refreshed heritage aircraft looks back at the Allegheny brand (Photo: American Airlines)
On the carrier’s 737 fleet, retro liveries include TWA (N915NN), AirCal (N917NN), RenoAir (N916NN), the 1950s-era AstroJet (N905NN), and the polished aluminum AA design (N921NN). In total, American has 10 aircraft representing past brands.
In September, American repainted two A321s – N581UW and N852UW – in the PSA and Piedmont heritage liveries respectively.
A Look Back at Allegheny Airlines
Originally known as All American Aviation Company, Allegheny was a once well-known regional airline in the U.S., especially in its home state of Pennsylvania. The airline’s roots can be traced back to 1939.
Initially, the airline’s primary focus was to provide airmail services to smaller communities in Pennsylvania. It operated a fleet of single-engine Stinson Reliant aircraft and was a key link in connecting remote areas.
After World War II, the company rebranded as All American Airways, pivoting to scheduled passenger services. In 1953, it was again rebranded as Allegheny Airlines to reflect its regional focus on the Allegheny Mountain region. The airline rapidly grew its fleet and route network throughout the 1950s and 1960s. It primarily operated twin-engine aircraft such as the Convair 340 and 440, as well as the Fairchild F-27.
The airline later began acquiring larger aircraft, such as the McDonnell Douglas DC-9. In 1979, it changed its name to USAir. The USAir name eventually evolved into US Airways and later merged with American Airlines in 2013.
Allegheny called its DC-9 the ‘VistaJet,’ which is reflected on American’s A321 retro livery today.
Behind the Livery
American has a relatively extensive line-up of retro liveries compared to some of its peers. The updated Allegheny design rolled out of the paint shop in Amarillo, Texas on Tuesday.
Painting large commercial aircraft can cost nearly $200,000, according to CNBC. Some airlines invest heavily in their paint schemes, including both special and standard liveries. Often artfully designed, liveries have the ability to tell unique stories.
All photos provided by American Airlines
Editor’s Note: If you like deep diving into the intriguing realm of airline liveries, logos, and designs, head over to AirlineGeeks’ ‘Livery of the Week.’ series. Each week, our team looks at a specific design – both past and present – and the story behind it.
Ryan founded AirlineGeeks.com in February 2013 and has spent more than a decade covering the airline business. His work has been featured by CNN, WJLA, CNET, and Business Insider. His aviation experience spans airport operations, Part 135 regulatory compliance, and airline crew workforce planning, along with time behind the yoke of a Cessna 172 and interviews with airline executives. Ryan now serves as Group President of Firecrown Media’s Aviation Group. He holds a B.S. in Air Transportation Management and an MBA from Arizona State University and teaches Airline Management at Embry-Riddle Aeronautical University.
