The first test aircraft, MSN700, registered F-WXLD, took off from Airbus’s home at Toulouse on Tuesday, 29 September, before spending four hours and ten minutes in the air.

During the flight it climbed to 25,000ft as the crew began the process of proving the aircraft’s handling, systems and basic airworthiness.

It landed safely back at Toulouse later in the day.

And while first flights are always important, this one could prove particularly significant. The A350F is Airbus’s attempt to break Boeing’s longstanding dominance of the large purpose-built freighter market – and remarkably, it has already secured a majority share of orders for the new generation of cargo aircraft.

A Successful First Flight

F-WXLD lifted off from Toulouse at around 10.30am local time wearing the distinctive parcel-inspired test livery which has been created for the A350F programme.

The aircraft was flown by Captain and Test Pilot Bernardo Saez-Benito and Experimental Test Pilot Sylvain Guiraud, alongside Test Flight Engineer Ludovic Girard and Lead Flight Test Engineers Laurent Bussiere and Jaime Angoloti.

The objective of this first flight was relatively straightforward.

Airbus wanted to confirm the A350F’s basic airworthiness and fundamental flying qualities, as well as making sure its systems behaved as engineers had predicted.

Following its successful return to Toulouse after four hours and ten minutes, the first major airborne milestone of the A350F programme was complete.

But there is plenty more flying still to come.

The A350F Test Programme Begins

Today’s flight marks the start of a certification campaign which is expected to last more than nine months and involve around 400 flight hours.

Two aircraft will take part. MSN700, which flew today, will concentrate primarily on aerodynamic performance, handling qualities and autopilot systems.

A second test aircraft, MSN701, is already at an advanced stage of final assembly and is expected to enter the paint shop shortly.

That aircraft will concentrate more heavily on systems testing, including air conditioning and the particularly important fire and smoke protection systems required aboard a freighter.

It will also undertake hot- and cold-weather testing.

If everything progresses according to plan, Airbus is targeting certification and the beginning of customer deliveries in the second half of 2027.

What Is the Airbus A350F?

The A350F is based on the same family as the successful A350-900 and A350-1000 passenger aircraft, but it is much more than simply an A350 with the windows removed.

In fact, it has a unique fuselage length which sits between the two passenger versions.

It effectively combines the forward fuselage length of the A350-900 with the rear fuselage and wings of the larger A350-1000.

That means it has its own aerodynamic characteristics and has required a substantial flight-test and certification programme.

One particularly obvious feature is its enormous 4.3-metre-wide main deck cargo door, which Airbus says is the largest on any commercial cargo aircraft.

The aircraft will be able to carry a maximum payload of around 111 tonnes, with a range of up to 8,700km.

Power comes from two Rolls-Royce Trent XWB-97 engines, similar to those used by the A350-1000.

Airbus Has Built Freighters Before

It would be easy to describe the A350F as Airbus’s first freighter, but that isn’t quite true.

Cargo aircraft have been part of Airbus history for decades. Factory-built freighter versions of the Airbus A300 became particularly successful, with FedEx and UPS among the best-known operators.

Airbus later offered the A310 freighter, while the A330-200F represented its most recent attempt at selling a purpose-built cargo aircraft.

There was even going to be an A380F, with orders from companies including FedEx and UPS, but delays to the A380 programme eventually saw those orders disappear and the freighter version was never built.

The A350F is nevertheless different. This is Airbus making a major, long-term push into the large long-haul freighter market – a sector which has effectively belonged to Boeing for decades.

Taking On Boeing

Jules Meulemans (GFDL <http://www.gnu.org/copyleft/fdl.html> or GFDL <http://www.gnu.org/copyleft/fdl.html>), via Wikimedia Commons

Just look at most of the world’s major cargo hubs today and Boeing’s dominance is obvious. The 747-400F and 747-8F remain important heavy freighters, while the Boeing 777F has become one of the dominant long-haul cargo aircraft of the present era.

Boeing is now developing its own next-generation replacement, the 777-8F.

That sets up a fascinating contest. Airbus is pitching the A350F on its relatively light structure and lower operating costs, while Boeing is emphasising the greater capacity available from its larger aircraft.

Airbus says more than 70% of the A350F is made from advanced materials and that its maximum take-off weight is 46 tonnes lower than competing aircraft.

It also claims fuel consumption and carbon emissions could be up to 40% lower than current competing freighters with similar payload-range capabilities.

For cargo airlines replacing ageing 747s, 767s and older converted passenger aircraft, those figures could be very attractive.

The A350F Is Already Winning Orders

Perhaps the most remarkable part of the A350F story is that the aircraft has already become a significant commercial success – before today’s first flight had even taken place.

At the end of August 2026, Airbus had recorded 115 firm orders from 14 disclosed customers for the A350F.

Airbus calculates that this gives the aircraft up to 59% of the market for new large freighters.

By comparison, Boeing has currently recorded 81 orders for its forthcoming 777-8F.

Among the airlines and operators which have ordered the A350F are some major names in the cargo world, including:

• Atlas Air
• Air China Cargo
• Cathay Pacific
• Singapore Airlines
• Korean Air
• Etihad Airways
• Turkish Airlines
• CMA CGM Air Cargo

Atlas Air has emerged as the largest customer, with an order for 20 aircraft.

That’s a significant vote of confidence in an aircraft which, until today, had never flown.

What Happens Next?

For MSN700, today’s successful first flight was only the beginning.

Over the coming months it will become a familiar sight around Toulouse and Airbus’s other flight-test locations as engineers gradually expand its operating envelope.

MSN701 will soon join it.

Together, the two aircraft will accumulate hundreds of hours testing everything from handling and autopilot performance to cargo loading, smoke detection and operation in extreme temperatures.

Airbus currently expects the A350F to enter service during the second half of 2027.

There is still a substantial certification campaign to complete before then. But the A350F is now flying.

And with 115 already ordered, it looks increasingly likely to become a very important part of the world’s future cargo fleets.

What do you think of the Airbus A350F? Can it finally break Boeing’s dominance of the large freighter market? Let us know in the comments below.

Based in San Diego, PSA became almost an unofficial airline of California, shuttling passengers between Los Angeles, San Francisco, San Diego and other cities with a succession of classic aircraft.

Its famous slogan was “The World’s Friendliest Airline”, while its aircraft became known as “Grinningbirds” thanks to the smiles painted beneath their noses.

But in 1988, PSA disappeared.

So, what happened to Pacific Southwest Airlines? And why can you still find the PSA name – and even its famous livery – in the American Airlines family today?

From One DC-3 to California Favourite

Photo: Ian Abbott

PSA began flying on 6 May 1949, initially using a leased Douglas DC-3. Its first route linked San Diego with Oakland via Burbank, operating just once per week.

California was growing rapidly and its major cities were separated by distances which made air travel extremely attractive. PSA offered affordable fares and a relaxed approach to flying which contrasted with the more formal image of many established airlines.

It proved popular and San Francisco was added in 1951, and PSA steadily developed into a major force in California air travel.

PSA’s Classic Aircraft

Photo: Brave Heart

PSA is particularly memorable because of the wonderful variety of aircraft it operated.

The Douglas DC-3 which started the airline was followed by larger Douglas DC-4s.

Then came one of the great American turboprops when PSA introduced the Lockheed L-188 Electra, which became an important aircraft on the busy routes linking San Diego, Los Angeles and San Francisco.

By the middle of the 1960s, however, PSA was ready to enter the jet age. In 1965, it introduced five Boeing 727-100s.

These sleek trijets transformed the airline and became closely associated with its operations during the following years. Larger Boeing 727-200s would follow.

PSA also became an operator of the Boeing 737-200, giving the airline an efficient twin-engined jet for its intensive short-haul network.

With frequent flights and relatively quick turnarounds, PSA was already demonstrating many of the principles which would later become associated with the low-cost airline model. Indeed, PSA would become an important inspiration for another airline starting out in Texas – Southwest Airlines.

PSA Even Flew the TriStar

Piergiuliano Chesi, CC BY-SA 3.0 <https://creativecommons.org/licenses/by-sa/3.0>, via Wikimedia Commons

Perhaps the most surprising aircraft in the PSA story is the Lockheed L-1011 TriStar.

Yes, the airline which made its name flying short hops around California briefly operated widebody aircraft!

PSA introduced the TriStar during the 1970s in an attempt to add significantly more capacity to its busiest routes. The aircraft looked fantastic in PSA’s colourful livery, complete with that famous smile beneath the cockpit. But unfortunately, the economics didn’t work.

Putting a large three-engined widebody onto relatively short domestic sectors proved expensive, particularly during the fuel crisis of the period. PSA consequently disposed of its TriStars after only a short spell.

Smiles in the Sky

PSA was about much more than aircraft. The airline deliberately cultivated a fun and informal image.

Its flight attendants became famous for their colourful uniforms – including miniskirts and, later, hot pants – while crews were encouraged to interact and joke with passengers.

Most memorable of all were the aircraft themselves. PSA painted a black smile beneath the nose of its airliners.

Combined with the airline’s colourful red, orange and pink liveries, these aircraft were almost impossible to mistake.

The slogan “Catch Our Smile” became closely associated with the airline.

Deregulation Changes Everything

For much of its existence, PSA had operated primarily as an intrastate airline, flying within California. This gave it considerable freedom from the federal regulation which controlled many aspects of the wider US airline industry.

But the Airline Deregulation Act of 1978 changed the landscape dramatically. PSA was now free to expand beyond California.

The airline added destinations across the western United States and into Mexico, but it also suddenly faced much greater competition. The comfortable California market which had allowed PSA to thrive was changing.

The MD-80 and BAe 146 Era

PSA nevertheless continued modernising its fleet. One of the most important additions was the McDonnell Douglas MD-80, or Super 80.

The long, sleek twinjet became another classic PSA aircraft during the 1980s, eventually forming a large part of its fleet.

PSA also became an early operator of the British Aerospace BAe 146. With four small turbofan engines and excellent short-field performance, the BAe 146 allowed PSA to serve smaller airports and expand into thinner regional markets.

By the end of 1986, PSA’s fleet included 31 MD-80s, 20 BAe 146s and four DC-9-30s.

That year the airline carried a record 10.7 million passengers. But behind those impressive numbers, things were becoming difficult.

USAir Buys PSA

Consolidation was sweeping through the American airline industry. American Airlines acquired PSA’s California rival AirCal, while Delta took over Western Airlines and Northwest acquired Republic.

PSA suddenly faced competitors backed by much larger national networks.

Then came USAir. The East Coast airline had approached PSA previously, but circumstances had changed. In 1986 a deal was agreed for USAir to acquire PSA.

On 29 May 1987, Pacific Southwest Airlines became a division of USAir. For a while the familiar PSA aircraft continued flying, but gradually those colourful liveries and famous smiles began disappearing beneath USAir colours.

The end finally arrived on 8 April 1988, when the last PSA flights operated. After 39 years, Pacific Southwest Airlines was gone.

What Happened to the Aircraft?

Many of PSA’s aircraft continued flying after the airline disappeared. The MD-80s were absorbed into USAir’s operation and many were moved away from California.

The BAe 146s initially remained particularly important on the West Coast, although USAir eventually reduced much of the network it had inherited from PSA.

Other aircraft had already moved on to operators elsewhere around the world. The individual histories of PSA’s 727s, 737s, MD-80s and BAe 146s make interesting reading today, with some enjoying lengthy second careers after their time carrying the famous smile.

There Is Still a PSA Airlines Today

Coldstreamer20, CC BY-SA 4.0 <https://creativecommons.org/licenses/by-sa/4.0>, via Wikimedia Commons

Confusingly, PSA Airlines still exists.

But it isn’t the same airline.

Today’s PSA Airlines traces its own history to Vee Neal Airlines, founded in 1979 and subsequently known as Jetstream International Airlines. USAir eventually renamed the company PSA Airlines, helping it retain the rights to the famous name.

Following the merger of US Airways and American Airlines, today’s PSA became part of the American Airlines Group. It now operates regional flights under the American Eagle brand using Bombardier CRJ aircraft.

So, while the PSA name survives, you won’t find smiling PSA aircraft shuttling passengers around California anymore.

The PSA Retro Jet

There is, however, still a wonderful reminder of the original airline flying in the United States.

US Airways introduced a series of heritage liveries celebrating airlines which had become part of its family tree, including Allegheny, Piedmont and PSA. An Airbus A319 initially carried the PSA heritage colours.

After the US Airways-American Airlines merger, the tradition continued under American. More recently, the PSA scheme has been transferred to an American Airlines Airbus A321, reproducing the classic pink, orange and red colours – and, importantly, the famous smile beneath the nose.

It is one of American’s most attractive heritage liveries and a fantastic tribute to the original California airline.

So, if you’re lucky enough to see it today, you’re looking at a reminder of an airline which disappeared almost four decades ago.

Did you ever fly with Pacific Southwest Airlines or photograph one of its famous “Grinningbirds”? Let us know your memories in the comments below.

Title image: Aero Icarus

Located at Everett, around 30 miles north of downtown Seattle, this sprawling airport has been synonymous with Boeing for decades. It is where generations of new airliners have emerged from the factory, made their first flights and waited on the flight line before delivery to airlines around the world.

Boeing has recently added 737 MAX production to the site, while scheduled passenger services are also growing significantly. Throw in business jets, general aviation and an impressive collection of historic aircraft, and Paine Field remains one of America’s most fascinating airports for plane spotters.

From Military Airfield to Boeing

Paine Field’s history actually predates Boeing’s presence by several decades.

The airport was constructed in 1936 as a Works Progress Administration project and was originally intended to become a major commercial airport serving the region.

But with the United States preparing for involvement in the Second World War, the Army Air Corps took over the airport in 1941. Its location was strategically important for protecting both the Bremerton shipyards and Boeing’s aircraft factories around Seattle.

Military use continued in various forms after the war and through the Cold War, before the US Air Force finally wound down its presence during the 1960s.

That withdrawal coincided with an event that would completely transform Paine Field. Boeing needed somewhere to build its enormous new 747 Jumbo Jet.

Everett was chosen. A huge factory was constructed alongside Paine Field, and the first Boeing 747 rolled out here in September 1968.

From then on, Paine Field became one of the most important airliner production airports in the world.

Boeing at Paine Field Today

Photo (c) Boeing

The enormous Boeing Everett factory still dominates the north-western side of the airport.

It is often described as the world’s largest building by volume and for decades has been associated primarily with Boeing’s widebody aircraft.

The 747, 767, 777 and 787 have all been assembled here.

However, Boeing ended 787 production at Everett in 2021, consolidating final assembly of the Dreamliner at North Charleston, South Carolina.

The 747 production line has also now closed, with the final aircraft – a 747-8F for Atlas Air – leaving the factory in 2023.

Today, Everett continues to be associated with the 767 and 777 families, including the new-generation 777X programme.

This still means plenty of interesting aircraft appearing on the ramps around Paine Field. Newly built aircraft can be seen undergoing ground tests, engine runs and pre-delivery work, while test flights regularly depart from the airport.

And in 2026 something significant changed.

Boeing 737s Are Now Being Built at Everett

Boeing 737 MAX aircraft at Paine Field. Photo: Matt Kieffer

For the first time in more than half a century, Boeing 737 production has expanded beyond Renton.

In July 2026 Boeing officially opened its new 737 North Line at Everett, using factory space previously associated with the 747 programme. The first 737 MAX entered production on the new line that month.

It is effectively a fourth production line for the enormously successful 737 programme and will supplement the three lines at Renton.

Boeing says the additional capacity will help it work through a backlog of more than 4,000 737s and provide greater flexibility as production increases.

For enthusiasts, this makes Paine Field even more interesting.

Paine Field Becomes a Passenger Airport

Alaska Airlines is the main commercial airline at Paine Field. Photo: Joe A. K.

Another major change came in March 2019 when scheduled passenger services returned to Paine Field.

A small, privately operated passenger terminal was constructed on the eastern side of the airport, offering travellers north of Seattle an alternative to busy Seattle-Tacoma International Airport. Alaska Airlines quickly became the dominant operator.

There have been other attempts. United Airlines operated from Paine Field before withdrawing during the pandemic, while Frontier Airlines briefly served the airport between June 2025 and January 2026.

Today, Alaska is again the sole scheduled airline at Paine Field – and it has big plans for growth.

Alaska Airlines Announces Paine Field Expansion

In September 2026, Alaska Airlines announced that it plans to increase capacity from Paine Field by around 50% through spring 2027. One of the biggest additions will be a new twice-daily service between Everett and San Jose, beginning on 14 April 2027.

These flights will be operated by Horizon Air Embraer E175s.

Frequency to both Los Angeles and Portland will also increase from once to twice daily.

Perhaps more interesting for aircraft enthusiasts is the Los Angeles route. Alaska plans to replace the E175 currently used with larger Boeing 737-800 and 737-900 aircraft, bringing more mainline Alaska Airlines movements to Paine Field.

Additional capacity is also planned on services to San Diego and San Francisco.

Alaska currently links Paine Field with destinations including Honolulu, Las Vegas, Los Angeles, Orange County, Phoenix, Portland, San Diego and San Francisco, alongside seasonal flying.

What Aircraft Can You See at Paine Field?

Boeing 777X aircraft at Paine Field. Photo: Toni Syvänen

Naturally, the Boeing aircraft are the headline attraction.

Depending on production and delivery schedules you could encounter:

• Boeing 737 MAX aircraft
• Boeing 767-300F freighters
• Boeing KC-46A tankers
• Boeing 777s
• Boeing 777X test and production aircraft
• Newly built aircraft in airline liveries awaiting delivery

Alaska Airlines adds regular Boeing 737 and Embraer E175 movements.

Paine Field also has a very active general aviation community, with more than 600 aircraft based at the airport. These range from light single-engine aircraft and training machines to corporate jets.

It therefore isn’t unusual to see Gulfstreams, Citations, Challengers and other business aircraft mixed in with Boeing test flights and scheduled airline movements.

The airport has two active parallel runways. The main 16R/34L handles the larger jet traffic, while the shorter parallel runway is primarily associated with smaller aircraft and turboprop operations.

Best Plane Spotting Location – Boeing Future of Flight

For most visitors, the obvious place to start is the Boeing Future of Flight.

Situated at:

8415 Paine Field Boulevard
Mukilteo, WA 98275

the attraction sits beside the north-western side of Paine Field, close to the threshold of Runway 16R.

Its Sky Deck provides an elevated view across the airfield towards Boeing’s enormous factory and production flight lines.

From here, aircraft using Runway 16R can be photographed, while the many Boeing aircraft parked around the production facility can usually be identified with binoculars or a long lens.

The Future of Flight itself is also worth visiting. It contains aviation and Boeing exhibits and is the departure point for the famous Boeing Everett Factory Tour, which takes visitors inside the manufacturing complex.

At the time of writing, Future of Flight is open from 8.30am until 5.30pm, though it is always worth checking opening days and tour availability before travelling.

Boeing Future of Flight visitor information

Other Spotting Around Paine Field

There are also opportunities to view aircraft from public areas around the perimeter.

The area around 100th Street SW and the eastern side of the airport can offer views across the airfield and is better positioned for morning light than the Future of Flight side.

However, Paine Field is a busy working airport surrounded by Boeing and other aerospace facilities. Parking restrictions and security arrangements can change, so visitors should only use clearly public areas and avoid stopping around gates or restricted industrial entrances.

A car is useful if you want to explore the airport perimeter, particularly because Boeing aircraft can be parked in many different parts of this very large site.

A pair of binoculars is also highly recommended.

Historic Aircraft at Paine Field

Comet N888WA under restoration at Paine Field. Photo: Eric Friedebach

There’s another reason aviation enthusiasts should allow plenty of time for a visit.

Paine Field has long been associated with aircraft preservation and restoration.

The Flying Heritage & Combat Armor Museum is based on the airport and houses an impressive collection of historic military aircraft and vehicles. Its aircraft collection includes rare Second World War and later military types, making it easy to combine a spotting trip with a substantial museum visit.

Flying Heritage & Combat Armor Museum

The Museum of Flight also maintains its Restoration Center and Reserve Collection at Paine Field.

One particularly interesting aircraft here is de Havilland Comet 4C N888WA.

The aircraft arrived at Everett following a diversion with mechanical problems in 1979 and never flew again. It was eventually acquired by the Museum of Flight and has been undergoing a long-term restoration.

However, an important change for anyone familiar with older Paine Field spotting guides is that the Boeing B-52G formerly stored here is no longer at Paine Field. It was dismantled and moved to the Museum of Flight’s main Seattle campus, where it is now displayed in the Vietnam Veterans Memorial Park.

The Paine Field Restoration Center itself is currently closed to public tours, so check its status before planning a visit.

Spotting Hotel – Hilton Garden Inn Seattle North/Everett

The proximity of the Hilton hotel to the runway and Future of Flight at Paine Field.

One of the most useful hotels for enthusiasts remains:

Hilton Garden Inn Seattle North/Everett
8401 Paine Field Boulevard
Mukilteo, WA 98275

The hotel is situated immediately alongside the Future of Flight complex on the western side of the airport.

Rooms facing towards the airport can potentially offer views towards the runway and parts of the Boeing facilities, although aircraft visibility will naturally depend on your exact room.

Its biggest advantage is location.

You can walk from the hotel to Boeing Future of Flight and its Sky Deck, making it a particularly convenient base for anyone visiting Everett primarily for aircraft spotting and the Boeing Factory Tour.

Hilton Garden Inn Seattle North/Everett

If you’ve visited Paine Field, we’d love to hear your experiences. Where did you find the best place for spotting and photography – and what was the most interesting Boeing aircraft you saw?

Discover More Airports Around the World

Planning your next plane spotting trip? World Airport Spotting Guides is our comprehensive guide to spotting at airports across the globe, packed with practical information on the best viewing locations, photography opportunities, spotting hotels and the aircraft and airlines you can expect to see. From major hubs like Seattle, Heathrow and Los Angeles to more unusual airports worth adding to your travels, it’s an essential companion for aviation enthusiasts.

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It is Hawker Siddeley Trident 2E 5B-DAB, formerly operated by Cyprus Airways.

The aircraft hasn’t flown since 1974.

Its engines are missing and parts of the aircraft bear the scars of the fighting which engulfed Cyprus during the summer of that year.

Even more remarkably, the airport around it has been abandoned too.

Nicosia International Airport and its stranded Trident have become extraordinary time capsules – reminders of an airport, an airline and an era of aviation which disappeared almost overnight.

A Rare Survivor of Britain’s Trident

Dickelbers, CC BY-SA 3.0 <https://creativecommons.org/licenses/by-sa/3.0>, via Wikimedia Commons

Even without its remarkable location, 5B-DAB would be an interesting aircraft.

The Hawker Siddeley Trident was one of Britain’s most distinctive early jet airliners. Developed initially by de Havilland before becoming part of Hawker Siddeley, the Trident was designed principally around the requirements of British European Airways.

Its three Rolls-Royce Spey engines were mounted at the rear of the fuselage, with two alongside the rear cabin and the third fed through an intake at the base of the tail.

The aircraft also became famous for its sophisticated automatic landing capabilities.

But commercially, the Trident never achieved the success enjoyed by its American rival, the Boeing 727, and only 117 were built.

BEA – and subsequently British Airways – was naturally the most famous operator, while significant numbers also went to China.

Another of the few customers was Cyprus Airways.

Cyprus Airways and the Trident

5B-DAB whilst active. Photo: Clive R Martin

Cyprus Airways introduced the Trident at the end of the 1960s as it modernised its fleet for the jet age.

The aircraft which remains at Nicosia today was 5B-DAB, a Trident 2E with manufacturer’s serial number 2155. It was delivered to Cyprus Airways in May 1970.

That means it had barely four years of airline service ahead of it.

The Tridents were an important part of the Cyprus Airways fleet, linking the island with destinations elsewhere in Europe and the Middle East. They mostly operated out of Nicosia International Airport, which at the time was Cyprus’s principal international gateway.

By 1974, Cyprus Airways had four Tridents in its fleet: 5B-DAB, 5B-DAC, 5B-DAD and 5B-DAE.

Nicosia Airport Before 1974

Looking at Nicosia International Airport today, it is difficult to imagine what it once represented.

A modern terminal had opened in 1968 and was considered an impressive new gateway to Cyprus. The building had viewing areas, shops, restaurants, airline desks and all the activity expected of a busy international airport.

Cyprus Airways aircraft came and went alongside airlines from other countries.

However, just six years after its new terminal opened, Nicosia Airport effectively stopped in time.

July 1974

Cyprus was plunged into crisis when a coup against Cypriot President Archbishop Makarios took place on 15 July 1974, backed by the military government then ruling Greece.

Five days later, on 20 July 1974, Turkish forces landed in northern Cyprus. Nicosia International Airport quickly became strategically important and fighting erupted around the airport. Aircraft belonging to Cyprus Airways were caught on the ground and the airport itself came under attack.

Of the four Cyprus Airways Tridents present, 5B-DAE was destroyed, while 5B-DAB was badly damaged.

The other two Tridents, 5B-DAC and 5B-DAD, survived in better condition. But none was going anywhere.

Commercial operations at Nicosia had effectively ended.

The United Nations Takes Control

Thaizacastilho, CC BY-SA 4.0 <https://creativecommons.org/licenses/by-sa/4.0>, via Wikimedia Commons

Fighting for the airport became particularly intense.

On 23 July 1974, the commander of the United Nations Peacekeeping Force in Cyprus ordered UN troops to take control of Nicosia International Airport and declared it a United Nations Protected Area.

Today the site is not controlled by NATO. Instead, it falls under the authority of the United Nations Peacekeeping Force in Cyprus – UNFICYP.

When ceasefire lines were established in August 1974, the United Nations Protected Area around the airport became incorporated into the Buffer Zone separating the opposing sides. And that is essentially where Nicosia Airport has remained ever since.

Why Was 5B-DAB Left Behind?

Hawker Siddeley Trident 2E, G-AVFB, on lease to Cyprus Airways from BEA (Photo: Ralf Manteufel, distributed under a GFDL 1.2 Licence)

Although 5B-DAB survived the fighting, the aircraft had suffered significant damage.

More importantly, Cyprus Airways desperately needed to recover whatever equipment it could from the stranded fleet.

According to the United Nations, the engines were removed from the abandoned Trident during the crisis and used to help repair another Cyprus Airways aircraft.

The other surviving Tridents presented a different opportunity. British Airways engineers were eventually permitted to work on aircraft stranded at Nicosia, and in 1977 surviving Cyprus Airways aircraft were recovered under special United Nations authorisation.

Two of the Tridents were repaired sufficiently to leave.

5B-DAB was not. It remained beside the old airport and there it has stayed.

A Trident Frozen in 1974

What makes 5B-DAB so fascinating today isn’t simply that it is an old aircraft. This isn’t a preserved Trident sitting polished inside an aviation museum.

Nor is it an aircraft which was retired normally, stripped by a scrapyard and subsequently saved by enthusiasts. 5B-DAB is effectively still where its airline career ended.

The aeroplane remains on the grounds of the airport which it once served. Its engines are gone and its condition has deteriorated considerably after more than 50 years exposed to the elements.

Faded Cyprus Airways colours can still be made out on the airframe. But inside it is stripped out and just a shell of its former self, a victim of the years out in the sun and the occasional removal of items by opportunistic visitors.

For anyone interested in classic British airliners, it is an extraordinary survivor.

The Airport Is a Time Capsule Too

Dickelbers, CC BY-SA 3.0 <https://creativecommons.org/licenses/by-sa/3.0>, via Wikimedia Commons

Nicosia International Airport itself is perhaps one of the world’s most remarkable abandoned aviation sites. Inside the terminal, the architecture belongs unmistakably to the late 1960s and early 70s.

Outside, the aprons and runways which once handled scheduled passenger flights have slowly been reclaimed by nature.

Windows have been broken. Surfaces have deteriorated. Vegetation has pushed its way through areas once occupied by aircraft and passengers.

The terminal which once symbolised modern Cyprus now looks more like a film set depicting the aftermath of some fictional disaster. Occasional images from visitors reveal rows of seating, closed airport offices and signs pointing to Duty Free shops and boarding gates.

Can You Visit Nicosia Airport?

Unfortunately for aviation enthusiasts, Nicosia International Airport is not an abandoned airport which you can simply explore. It sits within a restricted United Nations area.

The former airport forms part of the United Nations Protected Area, while the wider site is also home to UNFICYP headquarters.

Consequently, normal public access is prohibited.

Occasional authorised visits have taken place over the years, including by journalists, veterans, researchers and organised groups, which is why photographs and videos from inside the site occasionally appear.

But this should not be treated like an ordinary piece of abandoned infrastructure where enthusiasts can turn up and look around. Access is controlled by the United Nations.

Will Nicosia Airport Ever Reopen?

There have been attempts to find a future for the airport.

During the 1990s in particular, proposals were developed which could have seen Nicosia reopened as part of confidence-building measures between the island’s Greek Cypriot and Turkish Cypriot communities.

One proposal envisaged the airport reopening for civilian passenger and cargo traffic under United Nations administration in cooperation with ICAO.

But this never never happened and, more than 50 years after its closure, reopening the airport for normal commercial operations now seems an increasingly remote prospect.

The terminal has deteriorated badly and Cyprus has long since developed alternative aviation infrastructure.

Larnaca became the principal airport serving the Republic of Cyprus after Nicosia’s closure, while Paphos subsequently developed into another important gateway.

On the northern side of the island, Ercan Airport serves the Turkish Cypriot community.

One of the World’s Strangest Surviving Airliners

For fans of classic airliners, there is something particularly poignant about 5B-DAB.

Only a small number of Tridents survive in museums and collections around the world, making any remaining example important. Only recently one of the last examples was scrapped at Teesside International Airport following closure of the fire training school there.

But none has a story quite like this one. 5B-DAB was not carefully selected for preservation. It wasn’t flown to a museum at the end of a long career.

Instead, its career simply stopped.

One day it was part of an active airline fleet at a busy international airport. Then war arrived.

More than half a century later, the aircraft and the airport are still there.

The Cyprus Airways titles are fading. The engines have gone. The terminal behind it is crumbling. Yet together they form an extraordinary aviation time capsule from the summer of 1974.

And while most Tridents disappeared into scrapyards decades ago, 5B-DAB remains at Nicosia – perhaps the most haunting survivor of them all.

Do you remember seeing the Cyprus Airways Tridents flying – or did you ever use Nicosia International Airport before it closed? Let us know your memories in the comments below.

Even better, the facility is completely free to use and includes a raised viewing platform, shade, seating and even a live feed from the airport’s air traffic control tower.

About Boca Raton Airport

Boca Raton Airport (BCT/KBCT) is situated on Florida’s Atlantic coast, roughly midway between Fort Lauderdale and West Palm Beach.

Unlike those airports, you won’t find scheduled airline services here. Instead, Boca Raton is a busy general aviation airport handling private aircraft, corporate aviation, air taxi flights and training traffic.

And it is surprisingly busy. The airport averages more than 83,000 aircraft movements per year, with nearly 300 aircraft based there, including single- and multi-engine aircraft and helicopters.

Its position in one of South Florida’s most affluent areas also ensures a steady flow of business jets, making Boca Raton particularly interesting for anyone who enjoys spotting corporate aviation.

The New Boca Raton Airport Observation Area

The really exciting development for enthusiasts is Boca Raton’s purpose-built Observation Area.

Rather than expecting enthusiasts to find a convenient car park or photograph through a perimeter fence, the airport has actively created a space where people are encouraged to come and watch aircraft.

And this isn’t simply a bench beside the fence. The centrepiece is a circular viewing platform approximately four feet above ground level, providing a 360-degree view and helping visitors see clearly over the airport perimeter.

It is believed to be the only dedicated structure of its kind in Palm Beach County.

For anyone familiar with the difficulties sometimes associated with plane spotting at American airports, this enthusiastic approach towards aviation enthusiasts is particularly welcome.

What’s at the Observation Area?

The facility has clearly been designed with enthusiasts as well as families and casual visitors in mind.

Features include:

• A raised circular platform offering 360-degree viewing
• Clear views over the airport perimeter
• Weather-resistant shaded covering
• Comfortable seating
• Accessible ramps
• Lighting
• Educational information and signage
• Live air traffic control audio
• Free parking

Being able to listen to the controllers while watching the aircraft taxi, depart and arrive makes it much easier to understand what’s happening around the airport – as well as providing advance warning of the next interesting movement.

The Observation Area is free to visit and is open from sunrise to sunset, 365 days a year.

There are currently no public restrooms at the observation area, so that’s worth bearing in mind when planning a longer visit.

Photography at the Boca Raton Observation Area

The observation platform faces generally northwest towards the airfield.

Lighting therefore varies considerably through the day.

The airport advises that the sun moves behind aircraft later in the day, meaning earlier visits can provide more favourable conditions for photography.

Runway configuration also makes a difference.

Runway 05 is used most frequently, but when Runway 23 is active, conditions from the observation area can generally be better for aircraft photography.

Naturally, Florida’s weather and the time of year will affect the exact lighting conditions, but photographers may want to prioritise a morning visit.

Where Is the Observation Area?

The Boca Raton Airport Observation Area is located alongside the Airport Authority administration building at:

903 NW 35th Street
Boca Raton, FL 33431

Visitors approaching along FAU Boulevard should turn onto NW 35th Street and continue west towards the Airport Authority building.

Parking is available at the observation area.

The location also makes BCT relatively easy to incorporate into a wider South Florida spotting trip.

Fort Lauderdale-Hollywood International Airport is to the south, while Palm Beach International is to the north. Miami International and Miami-Opa Locka Executive are also within reach if you’re undertaking a longer spotting tour of the region.

[Read: Plane Spotting in Florida: Top Airports, Locations & Highlights]

What Aircraft Can You See at Boca Raton?

Variety is one of BCT’s biggest attractions. At one end of the scale you’ll see familiar light aircraft such as the Cessna 172, along with other piston singles and twins undertaking private and flight training operations.

At the other end, Boca Raton regularly handles some of the largest and newest business jets, such as Gulfstream, Bombardier, Cessna Citation, Dassault Falcon and Embraer types.

Large-cabin aircraft such as the Gulfstream G650 and G700 and Bombardier Global 7500 are among the biggest types which can use Boca Raton.

That makes BCT an interesting alternative to the airline traffic at Miami and Fort Lauderdale. Instead of rows of 737s and A320s, you’ll potentially find rare business jets, unusual registrations and privately operated aircraft from across the United States and further afield.

Flight training also contributes significantly to movements, particularly on weekdays.

Boca Raton Airport also supports a local Civil Air Patrol squadron, adding another element to the aviation activity found here.

When Is Boca Raton Airport Busiest?

If you’re planning a spotting visit, winter is particularly worth considering. According to information provided to AirportSpotting.com by Boca Raton Airport, traffic is generally at its busiest during the winter months.

That’s hardly surprising given South Florida’s popularity during the northern winter and the huge amount of private and business aviation traffic heading into the region.

Another interesting factor is the introduction of Temporary Flight Restrictions (TFRs) around nearby airports. These can result in additional activity being handled at Boca Raton.

For light aircraft and flight training movements, weekdays tend to be the busiest periods.

With more than 80,000 annual movements, however, there should usually be something happening whenever you visit.

Boca Raton Airport Layout

Boca Raton is relatively simple compared with the large commercial airports nearby.

The airport covers around 214 acres and has a single runway, 05/23, measuring 6,276ft (1,913m) long and 150ft (46m) wide.

Despite its relatively compact footprint, the runway is substantial enough to accommodate the large business jets which regularly visit the airport.

Interestingly, the runway is a surviving part of a much larger airfield.

Boca Raton’s aviation history dates back to 1936, but during the Second World War the site was expanded into Boca Raton Army Airfield. It became an important US Army Air Forces training centre, particularly for the then-new technology of radar.

Today’s runway was originally constructed in 1942 as one of four runways at the wartime airfield.

Following the war, much of the original airport land was released for other uses – including land which eventually became Florida Atlantic University – leaving the compact airport we see today.

Which Runway Is Normally Used?

Runway 05 is the most commonly used direction at Boca Raton. Airport operational data confirms just how dominant this direction is, with around three quarters of daytime fixed-wing arrivals using Runway 05.

However, photographers visiting the new observation area may particularly appreciate days when Runway 23 is operating.

The position of the viewing area means Runway 23 operations can offer favourable opportunities for photographing aircraft from the platform.

As always, runway direction is dictated by weather and operational considerations, so it is worth checking conditions before visiting.

A Plane Spotting Facility We’d Like to See More Of

Perhaps the most encouraging thing about Boca Raton’s Observation Area is that it acknowledges aviation enthusiasts rather than simply tolerating them.

The facility was specifically designed as a safe place for aviation enthusiasts, families and members of the local community to experience the airport. It officially opened on 28 January 2025 and has already proved popular. In its first year alone, the airport says more than 8,000 people visited the observation area.

If you’re planning a Florida spotting trip, Boca Raton Airport is certainly one to add to the list.

It would be a hugely significant milestone for Boeing and the 737 programme, opening the door for the first deliveries and passenger flights during 2027.

For aviation enthusiasts, it also means another new airliner type will soon start appearing at airports around the world.

So, what exactly is the 737 MAX 10, why has it taken so long to reach this point, and where will you be able to see and fly on one?

737 MAX 10 Certification Expected Imminently

The latest indication of the MAX 10’s progress has come from Alaska Airlines.

Speaking to Reuters, Alaska Air Group Chief Operating Officer Jason Berry said the airline expects certification of the aircraft by the end of September. Alaska is then planning to receive its first example in spring 2027, with passenger services beginning sometime between April and mid-May.

Boeing itself has also indicated that certification is close.

On 16 September, Boeing CEO Kelly Ortberg said certification of the 737-10 was coming “very soon”. Importantly, Boeing says all certification flight testing has now been completed, leaving the programme largely in the documentation phase with the FAA.

That does not mean certification is guaranteed by a particular date, and at the time of writing the FAA has not yet formally approved the aircraft.

But all the indications suggest one of Boeing’s longest-running certification programmes is finally approaching its conclusion.

What Is the Boeing 737 MAX 10?

The MAX 10 – officially designated the 737-10 by Boeing – is the largest member of the latest-generation 737 MAX family.

It sits above the MAX 7, MAX 8 and MAX 9 and has been designed primarily for airlines wanting greater capacity while retaining the economics and commonality of the 737 family.

The aircraft first flew on 18 June 2021.

In its highest-density configuration, the MAX 10 can accommodate as many as 230 passengers, although most full-service airlines will install significantly fewer seats.

That puts the aircraft firmly into competition with the larger members of the Airbus A320neo family, particularly the enormously successful Airbus A321neo.

For Boeing, that is one of the reasons why the MAX 10 is so important.

The A321neo – and particularly the longer-range A321LR and A321XLR – has become an extremely popular aircraft among airlines looking for more capacity from a single-aisle jet.

The MAX 10 gives Boeing customers a larger-capacity option while retaining compatibility with existing 737 fleets.

Why Has the MAX 10 Been Delayed?

The road to certification has been much longer than Boeing originally intended.

Following the two fatal 737 MAX 8 crashes in Indonesia and Ethiopia in 2018 and 2019, both Boeing and the MAX programme have been subjected to significantly greater regulatory scrutiny.

That has meant certification of subsequent variants has been a much more intensive process.

One of the biggest technical obstacles concerned the MAX’s engine anti-ice system. Testing identified the potential for overheating under certain conditions, which in an extreme case could damage the engine nacelle and potentially affect the engine itself.

Boeing subsequently developed a redesigned system. The issue became one of the major obstacles preventing certification of both the MAX 7 and MAX 10.

The MAX 10 also incorporates an updated flight crew alerting system associated with the aircraft’s angle-of-attack sensors. This forms part of wider safety changes introduced following the earlier MAX accidents.

Then came another setback for Boeing. In January 2024, an emergency exit door plug separated from an almost-new Alaska Airlines 737 MAX 9 shortly after take-off from Portland.

Although unrelated to the design issues which caused the earlier MAX crashes, the incident again put Boeing’s manufacturing and quality-control processes under intense scrutiny.

The FAA increased its oversight of Boeing, adding another layer of caution around certification and production of the MAX family. The result is that an aircraft which first flew in 2021 is only now approaching certification more than five years later.

Alaska Airlines Has Big Plans for the MAX 10

Alaska Airlines will be one of the most important operators of the new variant.

In January 2026, the airline announced the largest aircraft order in its history, including 105 Boeing 737 MAX 10s, with options for another 35.

That deal helped increase Alaska’s total 737 order book substantially and forms a major part of its long-term fleet strategy.

The airline already operates MAX 8 and MAX 9 aircraft, making the larger MAX 10 a logical addition.

Alaska says the aircraft will be used both to replace older 737s and to support future growth, particularly on routes where greater seating capacity is required.

The airline has retained the ability to switch its MAX 10 orders to another 737 variant if necessary – a useful insurance policy given the certification delays – but the latest comments demonstrate that Alaska is now preparing seriously for the aircraft’s arrival.

Its first MAX 10 is expected in spring 2027.

More importantly for those hoping to fly on one, Alaska currently expects to introduce the type into passenger service between April and mid-May 2027.

Alaska has not yet detailed the first routes, but the MAX 10’s extra capacity means busy routes from hubs such as Seattle could be obvious candidates.

Who Else Will Fly the Boeing 737 MAX 10?

Alaska is far from alone in waiting for the MAX 10.

The aircraft has attracted a substantial order book from airlines and leasing companies around the world.

One of the most notable customers is Ryanair. The European low-cost giant has placed firm orders for 150 MAX 10s, along with options for another 150.

Ryanair plans to configure its aircraft with 228 seats – 39 more than its older 737-800s and 31 more than the 197-seat 737 MAX 8-200s already familiar across its network.

And Ryanair could be among the earliest operators. Chief Executive Michael O’Leary said this week that Ryanair expects its first 15 MAX 10s in spring 2027, meaning they could become a common sight at European airports remarkably quickly once deliveries get underway.

Other major customers include United Airlines, while Turkish low-cost carrier Pegasus Airlines has ordered 100 MAX 10s with deliveries expected from 2028.

Korean Air is another future operator. Its recently finalised huge Boeing order includes 50 737 MAX 10s, alongside 787-10s, 777-9s and 777-8 Freighters.

Leasing companies are also backing the type. At Farnborough in July, SMBC Aviation Capital ordered 60 MAX 10s as part of a 100-aircraft MAX deal, making it an important future source of aircraft for airlines around the world.

With well over 1,000 orders already accumulated, the MAX 10 is likely to become an increasingly familiar sight once Boeing can begin working through the backlog.

When Will the First Boeing 737 MAX 10 Enter Service?

Certification does not mean passengers will immediately be able to fly on a MAX 10.

Once FAA approval is granted, Boeing still needs to complete and deliver customer aircraft, while airlines need time for crew training, maintenance preparation and operational introduction.

Boeing has consistently been working towards first deliveries in 2027.

Alaska’s current timetable gives us a clearer indication of when passengers might actually board one. Its first aircraft is expected next spring, with entry into passenger service between April and mid-May 2027.

Ryanair is also expecting its first 15 aircraft in spring 2027.

That means the MAX 10 could potentially start appearing in regular passenger service with multiple airlines during the first half of next year.

Are you looking forward to seeing the Boeing 737 MAX 10 enter service? And which airline would you most like to fly it with? Let us know in the comments.

From 3 October 2026, Alaska Airlines will begin using one of its own Boeing 737-800s on regular inter-island flights between Honolulu and Kahului on Maui.

It is the latest – and perhaps most visible – sign yet of the changes taking place following the merger of Alaska Airlines and Hawaiian Airlines. It also gives us an early glimpse of what life after Hawaiian’s much-loved Boeing 717 fleet will look like.

Alaska 737s Flying Between Honolulu and Maui

DB Aviation, CC BY 4.0 <https://creativecommons.org/licenses/by/4.0>, via Wikimedia Commons

From 3 October, an Alaska Airlines Boeing 737-800 will operate three daily return flights between Honolulu (HNL) and Kahului Airport (OGG).

That should make the Alaska-liveried 737 a regular and very noticeable presence for spotters at both airports.

The aircraft is being introduced to provide extra passenger and cargo capacity on what is one of Hawaii’s busiest inter-island routes.

At Honolulu, passengers using these flights will check in at Terminal 1 – traditionally associated with Hawaiian Airlines’ operations – rather than following the normal Alaska Airlines arrangements.

The Beginning of the End for Hawaiian’s Boeing 717s?

For aviation enthusiasts, the bigger story is inevitably what this means for the Boeing 717.

Hawaiian Airlines has become synonymous with the type. Its fleet of 19 Boeing 717-200s spends its days performing intensive short sectors between Honolulu and destinations including Kahului, Kona, Hilo and Lihue.

These aircraft can perform multiple take-offs and landings every day, and the 717 has proven particularly well suited to this kind of high-cycle flying.

But the aircraft are getting old.

Alaska Air Group currently lists 19 examples in the fleet, with an average age of more than 24 years. Along with Delta Air Lines, Hawaiian is now one of only two airlines still operating the Boeing 717 anywhere in the world.

That rarity has made Hawaiian’s aircraft especially popular with enthusiasts who travel to the islands.

For many, a short 717 flight between the islands has become almost as important as the destination itself. Sadly, that opportunity now has an expiry date.

Boeing 737-800 Will Replace the 717

Earlier this year, Alaska Air Group finally answered the question of what will replace Hawaiian’s 717s.

The answer is the Boeing 737-800.

The transition is expected to begin during 2028, with the 717s progressively retired and replaced by a dedicated fleet of 737-800s.

There is, however, one important difference between those future aircraft and the 737 arriving this October.

The eventual replacements will wear Hawaiian Airlines colours.

Alaska has confirmed that the future inter-island fleet will consist of Hawaiian-branded Boeing 737-800s, based in Honolulu and ultimately flown by Honolulu-based pilots and cabin crew.

So the Alaska-liveried aircraft appearing in October should be viewed as something of a stop-gap rather than necessarily signalling the disappearance of the Hawaiian identity from the islands.

Nevertheless, it will create an interesting transitional period.

For the first time, passengers and spotters will regularly see aircraft carrying Alaska Airlines’ distinctive Eskimo tail operating the short hops that have traditionally been the domain of Hawaiian.

Why the 737-800?

At first glance, replacing a Boeing 717 with a much larger Boeing 737-800 might seem an unusual choice.

Inter-island flying in Hawaii is demanding. Flights are short, aircraft accumulate take-off and landing cycles rapidly, and the salty marine environment adds another challenge for aircraft and engines.

Yet Alaska believes the 737-800 is robust enough for the job. The airline describes it as a proven aircraft capable of coping with the high-cycle nature of the operation, while also providing significantly more passenger and cargo capacity.

Hawaiian’s 717s seat up to 128 passengers, including eight First Class seats.

Alaska’s 737-800s accommodate 161 passengers, including 16 First Class seats and more than 30 Premium Class seats. The future Hawaiian examples will also offer reclining Recaro seats, power and USB charging, device holders and free Starlink Wi-Fi.

There’s also more room underneath for baggage and cargo – including, appropriately enough, surfboards.

What Will a Hawaiian Airlines 737 Look Like?

This is where things become particularly interesting for spotters. The 737 operating from October will remain unmistakably an Alaska Airlines aircraft.

But from 2028 we should start seeing 737-800s wearing full Hawaiian Airlines branding.

Alaska has already released renderings showing what the combination will look like, with Hawaiian’s familiar Pualani tail design applied to the Boeing narrowbody.

The decision to retain Hawaiian branding for the permanent fleet is significant. When Alaska’s takeover of Hawaiian was announced, one of the obvious questions was how much of Hawaiian’s identity would survive under its new ownership.

The company has repeatedly emphasised its dual-brand strategy, and putting Hawaiian colours onto the replacement inter-island fleet is perhaps one of the clearest demonstrations yet that the brand is intended to remain.

Catch the Hawaiian 717 While You Can

Hawaiian Boeing 717 at Lihue Airport. Robert Linsdell, CC BY 2.0 <https://creativecommons.org/licenses/by/2.0>, via Wikimedia Commons

For enthusiasts, the message is becoming increasingly clear. If flying on or photographing a Hawaiian Airlines Boeing 717 is on your aviation bucket list, the next couple of years may be the time to do it.

The airline’s aircraft remain among the easiest 717s in the world to see, with constant departures and arrivals at Honolulu throughout the day. But their retirement is no longer some distant possibility.

We now know the replacement type, we know the transition is planned to begin in 2028 – and from October 2026 the first 737 will already be flying alongside them. It should make Honolulu an interesting airport for enthusiasts over the next couple of years.

You’ll still have the distinctive Hawaiian 717s roaring between the islands – but increasingly they’ll be sharing the ramps and runways with the aircraft that represents their future.

Are you sad to see the Hawaiian Boeing 717 era coming to an end? And what do you think of the 737-800 as its replacement? Let us know in the comments below.

For aviation enthusiasts, one of the most interesting parts of the announcement is the first look at an Airbus A350 carrying prominent “100” anniversary markings.

However, spotters may need to wait a little longer before trying to track it down. At the time of writing, Iberia does not appear to have identified a registration for the A350 pictured.

So, for now at least, the centenary A350 remains something to look forward to.

Iberia Celebrates 100 Years

Iberia will celebrate its centenary in 2027, having been founded on 28 June 1927.

The Spanish flag carrier formally launched its anniversary programme on 23 September 2026, exactly 100 days before the beginning of its centenary year.

The celebrations will recognise not only the airline’s history, but also the more than one billion passengers Iberia says it has carried over the course of its existence.

Iberia President Marco Sansavini said the centenary would pay tribute to the passengers and employees who have been part of the airline’s story, as well as the connections it has created between families, businesses and cultures.

The Iberia 100 A350

The images released by Iberia show an Airbus A350 retaining the airline’s familiar modern colour scheme, but with a huge red 100 added to the forward fuselage.

The anniversary branding is deliberately simple, making the number immediately visible while retaining the aircraft’s normal Iberia identity.

The renderings also show the red lower fuselage extended further along the aircraft, with a large contrasting 100 visible from below – something which should make the aircraft particularly distinctive when photographed on approach.

Iberia itself says the special centenary livery will be worn by some of its aircraft, suggesting the A350 shown in the publicity material may not be the only aircraft to receive anniversary markings.

Other reporting following the announcement has similarly indicated that multiple aircraft are expected to carry the centenary scheme, although Iberia has not yet given a definitive list of registrations or aircraft types.

Which Iberia A350 Will Wear the 100 Livery?

That’s the question spotters will naturally be asking.

At present, no registration appears to have been officially confirmed for the A350 shown in the centenary images.

More importantly, the pictures released so far appear to be promotional renderings showing how the design will look, rather than photographs of an aircraft that has already been painted.

We therefore wouldn’t recommend relying on any particular registration until Iberia confirms the aircraft or the real jet emerges from the paint shop.

Once it does, it should quickly become one of the more sought-after Iberia aircraft for photographers during 2027.

A Year of Iberia Celebrations

The special aircraft will form only one part of a much wider programme celebrating Iberia’s century in the skies.

A major centenary event is planned for June 2027 at Iberia’s La Muñoza maintenance facilities in Madrid, while an air display is also planned at Madrid’s historic Cuatro Vientos Airport.

The airline also plans exhibitions and events through its Espacio Iberia concept, including locations in Madrid and important Latin American markets such as Buenos Aires, Bogotá, Mexico City and São Paulo.

There will even be a special employee flight using the appropriate flight number IB100, alongside a documentary, commemorative book and other events marking Iberia’s history.

The Latin American focus is particularly appropriate. Connections between Spain and Latin America have become one of the defining elements of Iberia’s long-haul network, with Madrid-Barajas developing into a major connecting hub between Europe and the Americas.

Iberia’s Modern Flagship

Using the Airbus A350 to promote the centenary also provides an interesting link between Iberia’s past and future.

While aircraft such as the Douglas DC-8, Boeing 747 and McDonnell Douglas DC-10 defined earlier periods of Iberia’s long-haul history, the A350 has become one of the most important aircraft in its modern fleet.

Iberia is continuing to expand its long-haul operation as part of its Flight Plan 2030, backed by around €6 billion of investment.

Its long-haul fleet has already grown from 43 aircraft at the beginning of 2025 to 51, with the airline ultimately targeting around 70 long-haul aircraft by the end of the decade.

Alongside the A350 fleet, Iberia’s new Airbus A321XLRs are allowing the airline to add thinner long-distance routes which would previously have required a widebody aircraft.

For passengers, other changes are coming too, including new long-haul cabin interiors and the rollout of Starlink connectivity.

One to Look Out For in 2027

For now, the Iberia 100 A350 exists – publicly at least – as a tantalising glimpse of what’s coming.

No registration has yet been confirmed, and we’ll be watching closely for the first photographs of the actual aircraft once the special markings have been applied.

With its huge 100 titles and distinctive red underside, it should be relatively easy to pick out once it enters service.

And with Iberia’s extensive long-haul network, there’s every chance the centenary A350 could become a familiar sight at airports around the world during the airline’s anniversary year.

What do you think of Iberia’s 100th anniversary design? Would you have preferred to see the airline recreate one of its classic liveries instead? Let us know in the comments.

Not only is Adolfo Suárez Madrid-Barajas Airport one of the busiest airports in Europe, it offers an interesting mixture of European traffic, long-haul widebodies, low-cost airlines and – perhaps most importantly – an incredible selection of aircraft arriving from Latin America.

Add some good spotting locations, generally favourable weather and plenty of inexpensive flights from elsewhere in Europe, and Madrid makes an excellent destination for a dedicated plane spotting trip.

Here are our best tips for plane spotting at Madrid Barajas Airport.

Why Madrid Is So Good for Plane Spotting

Bene Riobó, CC BY-SA 4.0 <https://creativecommons.org/licenses/by-sa/4.0>, via Wikimedia Commons

Madrid has long been dominated by Iberia, which has developed the airport into its principal hub and one of the most important gateways between Europe and Latin America.

Alongside the seemingly endless Iberia and Iberia Express movements, you can expect aircraft from Air Europa, Plus Ultra, Iberojet, World2Fly and Air Nostrum, as well as the usual European carriers.

But it is the long-haul traffic which can really make a day spotting at Madrid worthwhile.

The airport has links to destinations across Argentina, Brazil, Chile, Colombia, Mexico, Peru, the Dominican Republic and many other parts of Central and South America. Airlines such as Aerolíneas Argentinas, Aeromexico, Avianca, LATAM and others add plenty of variety.

Madrid is also increasingly well connected with Asia, the Middle East and North America. In fact, Aena currently lists more than 90 airlines operating at Madrid and more than 220 destinations.

For the aircraft enthusiast, that means there is rarely a quiet moment.

Understanding Madrid Airport

Madrid Airport has four parallel runways:

• 14L/32R
• 14R/32L
• 18L/36R
• 18R/36L

Terminals 1, 2 and 3 occupy the older southern part of the airport, while the enormous Terminal 4 complex sits further north.

Terminal 4 Satellite – usually referred to as T4S – is separated from the main T4 building and handles many long-haul flights.

This sprawling layout means there isn’t really one location where photographers can get close to every aircraft.

For registration collectors, however, there are places where a very large proportion of movements can be identified.

1. Try Madrid’s Official Spotters Area

Madrid has something that many major airports still lack: an official area specifically provided for aircraft enthusiasts.

The Mirador de Spotters opened in 2022 and is situated on the Iberia ring road, close to the central access security checkpoint.

It covers around 2,100 square metres and offers views towards the airport apron, Terminal 4 Satellite and the control tower. Aena continues to use the location for its organised Madrid Spotters events.

This makes it particularly useful for watching and photographing aircraft moving around the T4/T4S side of the airport.

There are some important access rules.

At the time of writing, Aena lists the opening hours as 07:30–21:30 Monday to Friday and 12:00–19:00 on Saturdays, with a maximum capacity of 30 people.

You’ll also need to take your passport or other accepted identification to the accreditation booth before the security checkpoint. You’ll be issued with an access card which must be returned when you leave.

Because arrangements can change, we’d strongly recommend checking the Aena website before making a special journey.

2. The Classic Barajas Mound

Long before Madrid gained an official spotting area, one of the favourite locations for visiting enthusiasts was the raised ground close to the town of Barajas. It remains useful because of the elevated outlook across the airport.

Take the Metro to Barajas – importantly, this is the station serving the town rather than one of the airport terminals.

From here, walk along Avenida de Logroño before heading towards the roads passing beneath the airport.

From the raised areas in this vicinity it is possible to follow a large proportion of movements around the airport.

The distances involved mean this location is generally better for logging aircraft than frame-filling photography, although aircraft using nearer taxiways can offer better opportunities.

A pair of binoculars and a flight-tracking app are useful here.

3. Spotting Around Terminal 2

If you’re travelling through the airport itself, Terminal 2 has traditionally offered some useful views across parts of the airfield.

Windows in the upper levels around the café and public areas can provide views towards the gates, aprons and aircraft movements around the southern runway complex.

Photography is through glass, so reflections can be a problem. Nevertheless, it’s a useful option if you have time before or after a flight and don’t want to travel to one of the external locations.

Bear in mind that access arrangements within Madrid’s terminals can change. Aena currently states that access to terminal buildings is controlled and limited to passengers, people accompanying them and airport workers.

So we wouldn’t plan an entire spotting trip around being able to spend the day inside the terminal without a flight booking.

4. Explore the Cargo Side

Madrid has a sizeable cargo operation, giving spotters another reason to explore the southern side of the airport.

The cargo zone lies beyond Terminal 1 and can be reached by following signs towards Centro de Carga Aérea.

Areas around Avenida Central and Calle Noviembre offer opportunities to see aircraft parked around the cargo aprons as well as movements on nearby taxiways and runway 14R/32L.

The attraction here isn’t necessarily the sheer volume of traffic.

Instead, it’s the chance to find something different from the passenger fleets dominating the terminals.

There are also biz jet aircraft, maintenance areas and occasional stored or inactive airliners around this side of Madrid.

As always when spotting around airport perimeter roads, park legally, don’t obstruct access points and respect airport security fencing.

5. Head North for Approach Photography

Azul serve Madrid. Photo: Aero Icarus

If photography is your priority, it can be worth travelling away from the terminals altogether.

When Madrid is operating towards the north, aircraft approaching the 36 runways can be photographed from locations beyond the northern airport boundary.

The areas towards Alcobendas and beneath the major roads north of the airport have traditionally been popular with local photographers.

This is where having a car becomes particularly useful. Madrid’s size means that changing from a southern spotting location to somewhere beneath the northern approaches can involve quite a journey.

Before setting off, check which runways are being used and watch the arriving traffic on your preferred flight-tracking app.

Don’t Ignore Terminal 4

Photo (c) Erik Ritterbach

Even if you are not flying from Terminal 4, this side of Madrid is particularly interesting to spotters.

Iberia’s long-haul operation is concentrated here, and you’ll also find other interesting international operators. LATAM, for example, currently uses T4 for its Madrid services to destinations including Santiago and São Paulo.

The T4 Satellite complex also creates a spectacular backdrop for photography from the official spotting area. If you’re particularly interested in long-haul aircraft, allow plenty of time around this part of the airport.

Look Out for Latin American Traffic

Photo (c) Aero Icarus

If there is one thing that distinguishes Madrid from airports such as Frankfurt, Amsterdam or Heathrow, it is the Latin American traffic. Madrid is arguably one of Europe’s best airports for seeing aircraft from this part of the world.

Current destinations include Buenos Aires, Bogotá, Caracas, Guadalajara, Guayaquil, Havana, Lima, Mexico City, Quito, Rio de Janeiro, Santiago, São Paulo and many more. Some routes have several competing operators.

If you are visiting from northern Europe, this can quickly fill plenty of gaps in your logbook.

Keep an Eye Out for the Unusual

Alastair Barbour / CC BY-SA (https://creativecommons.org/licenses/by-sa/2.0)

Don’t spend all your time watching the passenger terminals.

Madrid also has business aviation, cargo and maintenance activity. Aircraft can sometimes be found stored or undergoing maintenance on the eastern and southern parts of the airport, so scan the distant aprons carefully.

A good pair of binoculars is almost essential at Madrid because of the enormous distances involved.

And while you’re around the older terminal complex, keep an eye open for the preserved Douglas DC-9 – a reminder of an earlier era at Barajas.

Where to Stay for Plane Spotting at Madrid

There are numerous hotels around Madrid Airport, particularly around Barajas and the commercial developments south of the terminals.

One hotel we’ve previously recommended is the B&B HOTEL Madrid Aeropuerto T1 T2 T3, south of the airport.

Rooms on the airport-facing side can offer views towards aircraft movements and, depending on runway use, arriving traffic. This area also has the advantage of being reasonably close to the airport while avoiding the prices of some terminal hotels.

If aircraft views matter to you, always contact the hotel before travelling and specifically request a high-floor, airport-facing room. Views can never be guaranteed and trees, buildings and construction can change what is visible.

Hotel Website

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Names such as Lufthansa, Hapag-Lloyd, Condor and LTU immediately bring back memories of classic Boeing 707s, 727s and 737s, colourful holiday charter flights and some of Europe’s most recognisable airline liveries.

Thankfully, not all of that history has been confined to old photographs.

Several German airlines are currently celebrating their past with special aircraft, and 2026 has become an especially good year to go looking for them.

From a Lufthansa Airbus A321 recreating a design from the 1950s to a TUI Boeing 737 MAX wearing three different liveries at once, here are the German heritage aircraft plane spotters should be looking out for.

Lufthansa Airbus A321 D-AISZ – The 1950s Are Back

Perhaps the purest retrojet currently flying in Germany is Lufthansa Airbus A321-200 D-AISZ.

The aircraft appeared in its new – or rather very old – colours in February 2026 as part of Lufthansa’s celebrations marking 100 years since the foundation of the original Deutsche Luft Hansa in 1926.

Instead of simply applying an anniversary logo, Lufthansa went considerably further.

D-AISZ has been painted in the airline’s historic parabola design, which first appeared during the 1950s.

It features a silver-grey lower fuselage, dark blue window band and traditional Lufthansa titles, together with the historic tail design.

The appearance is particularly associated with Lufthansa’s Lockheed L-1649A Super Star, which joined the airline in 1957.

Lufthansa says the sweeping parabola was originally intended to represent speed, dynamism and a forward-looking outlook. The design wasn’t confined to aircraft either – it appeared across everything from timetables and baggage tags to Lufthansa business documents.

Almost 70 years later, it looks remarkably good on an Airbus A321.

For enthusiasts, this is probably the German retrojet to prioritise at the moment.

D-AISZ is part of Lufthansa’s short- and medium-haul fleet, meaning it can appear on scheduled flights around Europe from the airline’s Frankfurt hub.

Lufthansa Boeing 747-8 D-ABYT – The Other Retrojet

There’s another Lufthansa retrojet which has been around for considerably longer – and it is arguably even more impressive.

Boeing 747-8 D-ABYT has worn a historic Lufthansa colour scheme since 2015.

The aircraft was painted to celebrate Lufthansa’s 60th anniversary in its post-war form and recreates a colour scheme associated with the airline during the 1960s and 70s.

Unlike the new A321 retrojet, this scheme features the familiar yellow circle and crane on the tail which became synonymous with Lufthansa for decades.

The fuselage carries a blue cheatline through the windows, traditional Lufthansa lettering and a grey underside.

Put all of that on a Boeing 747-8 and the result is one of the most attractive heritage schemes flying anywhere in the world.

D-ABYT remains part of Lufthansa’s active 747-8 fleet in 2026.

That means Frankfurt is naturally the best place to look for it, although the aircraft regularly flies long-haul and can consequently appear at Lufthansa destinations around the world.

For spotters, it’s worth checking the day’s allocations before heading out.

Lufthansa’s New 100 Years Boeing 747-8

And now there’s another special Lufthansa Jumbo to find.

Boeing 747-8 D-ABYN, named Niedersachsen, emerged from the paint shop in March 2026 wearing Lufthansa’s spectacular 100 Years anniversary livery.

Strictly speaking, this isn’t a retro livery.

But if you’re putting together a list of German heritage aircraft to photograph, it certainly deserves inclusion.

Instead of reproducing an old Lufthansa colour scheme, the aircraft has been painted almost entirely dark blue.

An enormous white Lufthansa crane dominates the fuselage, with its wings visually extending into the aircraft’s own wings.

The design commemorates the centenary of the original Lufthansa’s foundation in 1926.

D-ABYN entered scheduled service in the special colours on 6 March, initially operating from Frankfurt to Los Angeles.

For anyone photographing Lufthansa’s 747 fleet in 2026, there are therefore two particularly interesting Jumbos to find – D-ABYT in genuine retro colours and D-ABYN in the centenary scheme.

In Fact, There’s a Whole Lufthansa Anniversary Fleet

Lufthansa hasn’t stopped with the 747.

Its centenary celebrations have resulted in an entire fleet of aircraft wearing the striking dark blue 100 Years scheme.

The anniversary fleet includes examples from several of Lufthansa’s most important aircraft families.

Among those already wearing the colours are:

• Boeing 787-9 D-ABPU
• Boeing 747-8 D-ABYN
• Airbus A350-900 D-AIXL
• Airbus A320neo D-AIND
• Airbus A320neo D-AING
• Airbus A380 D-AIMH

An Airbus A350-1000 is also due to receive the design in autumn 2026, completing a seven-aircraft anniversary fleet.

So while these aren’t true retrojets, 2026 is an exceptionally good year to photograph Lufthansa special liveries.

And there’s a nice contrast between them.

The dark blue aircraft celebrate Lufthansa’s history through a modern centenary design, while A321 D-AISZ and 747-8 D-ABYT actually recreate colour schemes from earlier eras.

TUI Boeing 737 MAX 8 D-AMAH – Three Airlines on One Aircraft

TUIfly Event Hannover, den 8.5.2024

If there was a prize for Germany’s most unusual retrojet, however, it might have to go to TUI.

Boeing 737 MAX 8 D-AMAH, named Fuerteventura, tells the story of the airline through three different liveries on the same aircraft.

It was introduced in 2024 to mark 50 years of the German airline operation which can trace its roots back to Hapag-Lloyd Flug.

The front of the aircraft wears the familiar modern TUI blue.

Move backwards and things get considerably more interesting.

The centre of the fuselage suddenly becomes bright yellow with black checkerboard markings.

This represents Hapag-Lloyd Express, better known as HLX, the low-cost airline launched in 2002. Its striking colours were inspired by a taxi, reflecting the airline’s early marketing which promoted flights at taxi-like prices.

Keep moving towards the back and the aircraft changes again.

The rear fuselage and tail are painted in the classic orange, blue and white colours of Hapag-Lloyd Flug.

For anyone who remembers European airports during the 1970s, 80s and 90s, that section of D-AMAH will probably bring back plenty of memories.

Hapag-Lloyd’s Boeing 727s, 737s and Airbus A310s were once a familiar sight carrying German holidaymakers to destinations around the Mediterranean and Canary Islands.

Hapag-Lloyd Flug and HLX were eventually combined under the TUI fly name.

D-AMAH effectively turns that history into a flying timeline.

The aircraft remains active with TUI fly in 2026 and regularly appears at German airports and popular European holiday destinations.

[Read: Remember Hapag-Lloyd? Germany’s Classic Holiday Airline]

What About Condor?

Condor is the other obvious German airline to consider.

And until relatively recently, it had an excellent retrojet.

Airbus A320 D-AICA wore a beautiful colour scheme inspired by Condor’s appearance during the 1960s.

Plus, Boeing 767-300ER D-ABUM wore this livery inspired by the Condor’s 1970s and 80s scheme.

Sadly, you can no longer photograph either aircraft in these colours.

D-AICA remains active with Condor, but it now wears the airline’s modern blue-and-white striped “Sea” livery. Meanwhile, D-ABUM has now left the fleet.

Condor’s fleet has undergone an enormous visual transformation since its striped identity was introduced in 2022.

Aircraft now appear with stripes in different colours, including yellow, green, red, blue and beige. They are certainly distinctive – but none of the current examples is a true retrojet.

So, for the moment at least, Condor is missing from Germany’s active heritage fleet. Perhaps its upcoming 70th anniversary would be a good excuse to change that?

Where Are the Best Places to See Germany’s Retro Aircraft?

For Lufthansa, the obvious answer is Frankfurt.

The airport is home to the airline’s Boeing 747-8 fleet and a major base for its A321s, making it the best location to potentially see both D-ABYT and D-AISZ.

It is also where several of the 100 Years anniversary aircraft can be found.

Munich offers another opportunity, particularly for the Airbus A350 and A380 anniversary aircraft.

TUI’s D-AMAH is a little less predictable.

The Boeing 737 MAX operates throughout the airline’s leisure network and can turn up at airports across Germany as well as holiday destinations throughout Spain, Greece, Turkey, Portugal, North Africa and the Canary Islands.

In some ways, that makes finding it more fun.

[Read: Plane Spotting in Frankfurt? Our Top Tips]

Germany has produced some wonderfully distinctive airline liveries over the decades – from Lufthansa’s early jet-age designs to Hapag-Lloyd’s orange and blue, Condor’s classic colours and the bright yellow taxis of HLX.

Hopefully, airlines will keep finding excuses to bring them back.

Which German airline livery would you most like to see recreated on a modern aircraft? Let us know in the comments below.