For aviation enthusiasts, the airline has long offered a relatively accessible way to experience these increasingly rare aircraft, particularly on busy domestic routes within China.

However, changes to its winter 2026/27 schedules suggest these opportunities are becoming more limited.

Air China Withdraws Domestic Boeing 747 Flights

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

According to schedule updates reported by AeroRoutes, Air China is removing its Boeing 747-400 and 747-8 from several domestic routes during the first half of the winter season.

The affected routes are:

• Beijing Capital – Guangzhou: Boeing 747-400 removed between 28 October 2026 and 2 January 2027.
• Beijing Capital – Shanghai Hongqiao: Boeing 747-8 removed between 25 October and 31 December 2026, and 747-400 removed until 20 January 2027.
• Beijing Capital – Shenzhen: Boeing 747-400 removed between 25 October and 31 December 2026.

These routes have traditionally provided some of the best opportunities to experience the Boeing 747 on relatively short flights.

Interestingly, the published schedules indicate that the 747-8 last operated the Beijing–Shanghai Hongqiao route on 7 October.

While the aircraft have been removed from regular schedules, occasional substitutions and one-off domestic flights remain possible.

Where Will Air China’s Boeing 747s Fly This Winter?

Thankfully, Air China is retaining its Boeing 747-8 Intercontinental on three international routes from Beijing Capital Airport during the winter 2026/27 season.

Frankfurt will initially see just one weekly Boeing 747-8 flight between 25 October and 8 November 2026.

These services offer some excellent opportunities to fly on the latest and final passenger version of Boeing’s legendary Jumbo Jet.

For European enthusiasts, Frankfurt is particularly appealing, as it also remains a major base for Lufthansa’s own Boeing 747 fleet.

As always, aircraft assignments can change, so it is worth checking the scheduled aircraft type before booking.

One of the Last Boeing 747-400 Operators

While the Boeing 747-8 remains relatively prominent in Air China’s international network, its older Boeing 747-400s are becoming increasingly elusive.

Air China is among the very few airlines worldwide still retaining passenger examples of the 747-400, a type that was once the flagship of international aviation.

Most major operators retired their passenger 747-400 fleets during the 2010s or accelerated their withdrawals during the COVID-19 pandemic.

Air China’s remaining examples have survived largely through occasional domestic operations, but the latest schedule changes leave no regular 747-400 passenger services confirmed on the routes covered by the winter update.

For enthusiasts hoping to fly on the classic 747-400, rather than the newer 747-8, opportunities with Air China are therefore becoming particularly difficult to predict.

Is Time Running Out for Air China’s Jumbo Jets?

A 747-8 of Air China

Air China has not announced a definitive retirement date for its remaining Boeing 747s, and the winter schedule changes do not necessarily mean the end of domestic operations permanently.

Nevertheless, the reduction is another reminder of how quickly opportunities to fly on passenger Boeing 747s are disappearing.

With modern twin-engine aircraft increasingly taking over long-haul and high-capacity domestic services, the days of the four-engined Jumbo Jet are undoubtedly numbered.

For now, Beijing Capital remains the place to see Air China’s 747 fleet, while Frankfurt, New York JFK and Washington Dulles offer the most predictable opportunities to catch the airline’s 747-8 in scheduled international service.

Want to fly on a rare airliner before it’s too late?

Our Last Chance to Fly guide is available exclusively to Airport Spotting Premium members. Regularly updated, it covers more than 50 rare and historic aircraft types still flying around the world, helping you plan your next aviation adventure before these aircraft disappear from our skies.

Find out more about Airport Spotting Premium.

A Luxair DHC-8 Q400. Photo: Aero Icarus

Luxembourg Airport may not have the constant stream of aircraft you’ll find at Frankfurt, Amsterdam or London Heathrow, but for plane spotters it has something those airports increasingly lack: a fascinating mixture of heavy cargo aircraft and smaller European commuter traffic.

Best of all, it is the home of Cargolux, meaning Boeing 747 freighters remain an everyday feature of the airport.

Add the varied Luxair fleet, visiting cargo operators, regional jets and turboprops, and Luxembourg can be a surprisingly rewarding destination for enthusiasts – particularly those looking for something a little different from the usual European hubs.

Here’s our guide to plane spotting at Luxembourg Airport.

About Luxembourg Airport

Luxembourg Airport is situated at Findel, around 6km east of Luxembourg City, and is the country’s principal international airport.

Considering the size of Luxembourg, it has an impressive range of flights. However, don’t arrive expecting the intensity of one of Europe’s major hubs. There can be noticeable gaps between movements, particularly outside the busier periods.

Luxembourg is home to national carrier Luxair and international freight specialist Cargolux, while its geographical position at the heart of western Europe makes it an important cargo gateway.

Which Airlines Will You See at Luxembourg?

The most obvious passenger airline is Luxair, whose aircraft dominate the passenger movements.

The Luxembourg flag carrier operates a mixture of Boeing 737s and De Havilland Canada Dash 8-400 turboprops, with Embraer E195-E2s also joining the fleet as part of its modernisation programme.

Luxair serves an extensive European network, so there are plenty of opportunities to photograph its aircraft throughout the day.

Other scheduled carriers typically include airlines such as British Airways, KLM, Lufthansa, SWISS, TAP Air Portugal, Turkish Airlines and LOT Polish Airlines, alongside low-cost operators including Ryanair and easyJet.

One of the enjoyable aspects of spotting here is the number of regional and commuter aircraft which still appear. Depending on current schedules, Embraer regional jets, CRJs and turboprops can mix with the more familiar Airbus A320 and Boeing 737 families.

Cargolux and Luxembourg’s Cargo Traffic

Cargolux freighters at Luxembourg. Photo: Tristan Schmurr

The real reason many aviation enthusiasts visit Luxembourg is cargo.

Cargolux is based here, and its Boeing 747-400F and 747-8F aircraft are among the stars of the show.

The airline operates an extensive worldwide network from Luxembourg, so multiple Cargolux 747 movements can be seen during a day’s spotting.

This makes Luxembourg one of the best airports in Europe to see Boeing 747s still working in significant numbers.

Other cargo airlines also visit. Qatar Airways Cargo, China Airlines Cargo and Silk Way West Airlines have all been regular names at Luxembourg, alongside other operators and occasional charter visitors.

The exact mixture changes according to schedules and the day of the week, so it is well worth checking the arrivals and departures before choosing when to visit.

Luxembourg Airport Layout

Luxembourg is refreshingly simple compared with many large European airports.

There is a single runway, 06/24, running roughly south-west to north-east.

The passenger terminal complex sits on the northern side of the runway, towards its western half.

Much of the cargo infrastructure is situated further east, close to the Runway 24 end. This is where you’ll find the large freight aprons and Cargolux facilities, so there is usually plenty of interesting hardware parked in this part of the airport.

The simple layout means that virtually all arriving and departing aircraft use the same runway. Unlike airports with multiple parallel runways, you don’t face the frustration of positioning yourself at the wrong one.

The main consideration is therefore which runway direction is in use and the position of the sun.

Luxembourg Airport Spotting Locations

Spotting near the cargo centre. Photo: Tristan Schmurr

Runway 24 / Cargo Centre

One of the most popular areas for spotting is at the eastern end of the airport, near the cargo centre and Runway 24.

From the terminal area, follow signs towards the cargo centre and Sandweiler. There are various places around the roads and parking areas near the eastern perimeter from which the runway can be seen.

This area is particularly useful when Runway 24 is active, with aircraft approaching from the east and touching down nearby.

There are also views towards parts of the cargo apron, making this a good place to watch Cargolux activity.

Dedicated openings in sections of the perimeter fence have also been provided for photographers at some established locations around the airport. Luxembourg is generally considered quite spotter-friendly in this respect.

Photography can be very good, particularly for Runway 24 arrivals. Depending on your exact position, a stepladder may otherwise be useful for clearing the fence – but always take notice of local signs and restrictions and avoid obstructing roads, gates or airport property.

Runway 06 End

When operations are using Runway 06, head towards the western end of the airport.

There are positions around the perimeter near the approach and runway threshold which allow movements to be logged and photographed.

One advantage here is the opportunity to get particularly close views of aircraft taxiing towards Runway 06 before departure. Larger aircraft – especially Cargolux Boeing 747s – can be very impressive from this end.

The fence can make photography more difficult from some positions, so choosing your location carefully is important.

Again, be considerate about where you leave your car and stick to publicly accessible areas.

Southern Side of the Runway

There are also several recognised photography positions along the southern side of the airport, around Sandweiler. These can provide excellent broadside views of aircraft using Runway 06/24 and are particularly useful for photography when the light favours this side.

Some established positions have holes or gaps intended for photographers to shoot through the perimeter fence.

Access and parking arrangements around airports can change, so check locally before leaving a vehicle and never block access roads or gates.

Spotting From the Terminal

If you’re travelling through Luxembourg Airport rather than making a dedicated spotting trip, there are some views of aircraft from inside the terminal.

These won’t provide the same flexibility as the perimeter locations, but you should be able to identify many passenger movements and some of the aircraft taxiing between the cargo area and runway.

For serious photography, however, the external locations are much better.

Luxembourg Airport Spotting Hotel

Ibis Budget Luxembourg Airport

Route de Trèves, Findel

The Ibis Budget Luxembourg Airport remains the best-known hotel for plane spotters at LUX.

Importantly, there are two Ibis-branded hotels together near the airport, and it is the Ibis Budget which has traditionally offered the useful spotting views.

The hotel is situated opposite the airport and only a short walk from the passenger terminal. Airport-facing rooms can provide views across parts of the apron and towards runway movements in the distance.

For an even better perspective, the upper floors are preferable. Spotters have specifically reported good views from the fifth-floor corridor, with Room 525 among those previously recommended for an airport-facing outlook.

Photography is possible, although you will be shooting through glazed and tinted windows, so reflections can be an issue. A reasonable telephoto lens is also useful given the distance to the runway.

Nevertheless, being able to monitor movements without leaving the hotel makes this a very convenient base for a spotting trip.

The hotel is currently still operating and offers an airport shuttle as well as easy access to the terminal.

Is Luxembourg Worth Visiting for Plane Spotting?

That depends on what you’re looking for.

If you simply want the greatest possible number of aircraft registrations in a day, Luxembourg probably isn’t the best choice. Traffic levels are modest compared with nearby giants such as Frankfurt, Paris Charles de Gaulle or Amsterdam Schiphol, and there can be quiet spells.

But quality rather than quantity is the attraction at Luxembourg.

The opportunity to see Cargolux Boeing 747-400Fs and 747-8Fs in their natural habitat is reason enough to visit, particularly as the 747 becomes increasingly scarce elsewhere.

Then there is Luxair. Seeing a large proportion of the national airline’s fleet is relatively easy at its home base, while its combination of Boeing 737s and Dash 8 turboprops makes a refreshing change from the increasingly uniform fleets at many European airports.

Regional jets and other European commuter aircraft add further interest, while visiting long-haul freighters can provide some excellent highlights.

Our recommendation would be to check the day’s cargo movements before setting out and, if possible, concentrate on a weekday when freight and business traffic should add to the regular passenger schedules.

Luxembourg probably doesn’t require several days of dedicated spotting. But as a one- or two-day trip – perhaps combined with exploring Luxembourg City – it offers something genuinely different.

And if seeing Boeing 747s is high on your wish list, Luxembourg Airport should definitely be on your radar.

World Airport Spotting Guides – the Book!

Our flagship guide for plane spotters takes you to hundreds of airports around the world. It details the best spotting locations for logging and photography, and also what kind of aircraft traffic you are likely to see.

With maps for all the bigger airports, plus tips on spotting hotels and aviation museums, it’s a great companion for planning any spotting trip or taking on the road.

Get Your Copy Here

Lufthansa Says Goodbye to the A340-600

Lufthansa has operated its final scheduled Airbus A340-600 passenger service, ending almost 23 years of flying the distinctive four-engined widebody.

The final scheduled flight, LH419, departed Washington Dulles on 18 October 2026, arriving back at Frankfurt this morning. It was operated by A340-600 D-AIHW, a 17-year-old aircraft.

This marked the end of a long association with one of Airbus’s most impressive airliners. Lufthansa introduced the A340-600 in December 2003 and eventually operated 24 examples, making it one of the type’s most important customers.

The aircraft became a familiar sight on the airline’s long-haul network, operating from Frankfurt and Munich to destinations across North America, Asia and beyond.

At various times, Lufthansa A340-600s could be seen at airports including New York JFK, Chicago O’Hare, San Francisco, Los Angeles, Toronto, Vancouver, Hong Kong, Shanghai and Tokyo.

In its final months, the fleet had been reduced to just four operational aircraft, primarily serving New York JFK and Washington Dulles from Frankfurt.

For aviation enthusiasts, the withdrawal represents the loss of another increasingly rare long-haul airliner from a major European airline.

Why Has Lufthansa Retired the A340-600?

Copyright Dmitri Popov

Lufthansa had originally planned to retire its A340-600 fleet several years earlier. However, the recovery in long-haul demand following the pandemic, combined with delays to deliveries of newer aircraft, gave the type an extended career.

Some previously stored examples were returned to service, allowing Lufthansa to maintain capacity while waiting for replacement widebodies. But the economics of operating four engines have become increasingly difficult to justify.

In April 2026, Lufthansa announced an accelerated fleet modernisation programme, citing sharply rising fuel costs and other financial pressures.

The remaining four A340-600s would be retired in October, alongside the grounding of two Boeing 747-400s.

Newer aircraft, including the Airbus A350-900 and Boeing 787-9, offer substantially better fuel efficiency and lower operating costs. Lufthansa still has Airbus A340-300s in its fleet, although these smaller four-engined aircraft are also approaching retirement.

What Made the Airbus A340-600 Special?

The Airbus A340-600 was developed as a stretched, higher-capacity member of the A340 family, designed to compete with large long-haul aircraft such as the Boeing 747-400.

It made its first flight on 23 April 2001 and entered airline service with Virgin Atlantic in August 2002.

At 75.36 metres long, it was the world’s longest passenger aircraft until the arrival of the Boeing 747-8 Intercontinental.

Powered by four Rolls-Royce Trent 500 engines, the aircraft could typically carry around 350–380 passengers, depending on configuration, over intercontinental distances.

Despite its impressive capabilities, only 97 A340-600s were built.

The emergence of increasingly efficient twin-engined aircraft, particularly the Boeing 777-300ER and later Airbus A350, limited demand for the four-engined A340.

Major operators included Virgin Atlantic, Iberia, Lufthansa, South African Airways, Etihad Airways and Qatar Airways. Most have now retired the type, but a small number remain in service.

Which Airlines Still Fly the Airbus A340-600?

By Anna Zvereva from Tallinn, Estonia (Mahan Air, EP-MMR, Airbus A340-642) [CC BY-SA 2.0 (https://creativecommons.org/licenses/by-sa/2.0)], via Wikimedia Commons

However, several aircraft remain in airline, charter and government service.

Mahan Air – Iran

Perhaps the most interesting remaining operator for aviation enthusiasts is Iran’s Mahan Air.

The airline has four A340-600s listed as active, registered:

• EP-MMG
• EP-MMQ
• EP-MMR
• EP-MMU

These aircraft are based primarily at Tehran Imam Khomeini International Airport and operate long-haul services, particularly to destinations in Asia.

Routes that have featured the A340-600 include Tehran to Bangkok, Guangzhou and Shanghai.

Mahan Air operates a varied fleet of older Airbus aircraft, with international sanctions restricting its access to newer Western-built airliners.

Travellers should also carefully consider current government travel advice and applicable sanctions before planning any journey.

Conviasa – Venezuela

Venezuelan national airline Conviasa is another unusual A340-600 operator. The airline acquired several former Virgin Atlantic A340-600s, which retain some of their original cabin features.

Its fleet includes YV3535, listed as active, and YV3533, currently listed as parked.

Conviasa has used the A340-600 on long-distance international services, including its remarkable Caracas–Moscow–Guangzhou route. This service has provided one of the more unusual opportunities to experience the type, although schedules and aircraft availability have varied.

Conviasa also operates other members of the A340 family, making it an interesting airline for enthusiasts of older four-engined Airbus aircraft.

Universal Sky Carrier – Germany

Germany’s Universal Sky Carrier (USC) is a charter and aircraft leasing specialist which has acquired several former Lufthansa A340-600s. The airline’s fleet includes D-AUSZ, listed as active, alongside other examples currently parked.

Unlike Lufthansa, USC does not operate a conventional scheduled passenger network. Instead, its aircraft are intended for charter and wet-lease operations, meaning they may occasionally appear at airports not normally associated with the A340-600.

Other A340-600s Still Flying

Beyond conventional airlines, a small number of A340-600s remain in VIP, government and specialist operations.

Alpha Star Aviation, based in Saudi Arabia, has an A340-600 registered HZ-A42 listed as active. The aircraft is used for specialist VIP and charter flying rather than regular scheduled passenger services.

Azerbaijan Government: An A340-600 registered 4K-AI08 is listed as active and associated with government transport operations.

Several additional aircraft remain parked or stored with other organisations, although these should not be confused with aircraft currently available for passenger flights.

Is It Still Possible to Fly on an A340-600?

Yes, although opportunities are now extremely limited. For ordinary airline passengers, Mahan Air and Conviasa offer the most notable possibilities, subject to current schedules, operational availability and travel restrictions.

Unlike Lufthansa’s final scheduled services, these airlines do not necessarily assign the A340-600 consistently to the same routes. Anyone hoping to experience the type should therefore check recent flight histories and aircraft assignments carefully.

For plane spotters, charter operators and government aircraft provide additional opportunities to photograph the A340-600, although their movements can be less predictable.

With just 97 examples built, and most now retired, the A340-600 has become one of the world’s rarest large passenger airliners. Lufthansa’s withdrawal makes it an even more special aircraft to encounter.

Last Chance to Fly: Discover 50+ Rare Aircraft You Can Still Experience!

Have you always wanted to fly on a classic airliner before it disappears from the skies?

Our Last Chance to Fly guide is designed for aviation enthusiasts who want to experience rare, historic and increasingly endangered aircraft types while they still can.

Covering more than 50 aircraft types, the guide helps you discover which airlines still operate them and where you might have a chance to book a flight.

From ageing regional turboprops to classic jets and unusual long-haul airliners, it’s an essential resource for anyone who loves experiencing aviation history first-hand.

The guide is regularly updated as airlines retire aircraft, introduce replacements and change their routes.

It’s included with Airport Spotting Premium membership, alongside our monthly magazine, exclusive spotting guides, aviation features and other downloadable resources.

Join Airport Spotting Premium today and start planning your next rare aircraft flight!

[JOIN AIRPORT SPOTTING PREMIUM]

Title image: TJDarmstadt

For aviation enthusiasts who thought the days of seeing DC-10s in the skies were numbered, this could be welcome news.

Four KC-10s Could Head to North Africa

On 7 October 2026, the US Air Force issued a request for information seeking companies capable of returning four stored KC-10 Extenders to operational condition.

The aircraft would be transferred to a partner nation in North Africa under the US Excess Defense Articles programme.

Although the intended recipient has not been named, Egypt and Morocco have been suggested as possible candidates. Both countries operate F-16 fighter aircraft which could benefit from the KC-10’s aerial refuelling capabilities.

The work would involve removing the aircraft from storage, carrying out extensive maintenance and inspections, and preparing them for delivery. The contract would also potentially include training and support for three to five years.

Importantly, this is still at the exploratory stage. No transfer has been confirmed, and there is no announced timetable for the aircraft to return to service.

Omega Air Plans to Restore Ten More KC-10s

Perhaps even more exciting for DC-10 enthusiasts is the news involving American aerial refuelling company Omega Air.

In May 2026, Omega Air announced that it had successfully acquired ten former USAF KC-10 Extenders through an auction.

The company intends to restore the aircraft to flying condition for use in contracted aerial refuelling operations, potentially significantly increasing the number of DC-10-derived aircraft still operating.

Omega Air is already a familiar name to fans of the DC-10. Its fleet includes three KDC-10 tankers, two of which previously served with the Royal Netherlands Air Force.

These aircraft are used to provide aerial refuelling services, primarily supporting military customers.

The ten newly acquired KC-10s were sold in non-airworthy condition, with engines and refuelling equipment requiring attention. Returning them to service will therefore be a substantial undertaking.

There is no confirmed date for their return, or indication that all ten will ultimately fly again.

Nevertheless, the prospect of seeing additional DC-10-family aircraft operating for years to come is an exciting one.

The KC-10 Extender: A DC-10 With a Military Career

The KC-10 Extender was developed from the McDonnell Douglas DC-10-30 airliner, retaining its distinctive three-engine configuration, widebody fuselage and long-range capabilities.

The US Air Force received 60 examples, with the type entering service in 1981.

Unlike the passenger DC-10, the KC-10 was equipped to refuel military aircraft in flight using both boom and hose-and-drogue systems. It could also transport passengers and cargo over considerable distances.

The USAF gradually retired the fleet as newer Boeing KC-46A Pegasus tankers entered service.

The final KC-10 was retired on 26 September 2024, departing Travis Air Force Base for storage at Davis-Monthan Air Force Base in Arizona.

This seemingly marked the end of an era for the type, although a number of civilian-operated DC-10 and MD-10 freighters and tankers have continued flying elsewhere.

Could We See More DC-10s Flying Again?

With the original passenger DC-10 long since retired from airline service, opportunities to see the type in action have become increasingly limited.

These two developments potentially offer a remarkable extension to the DC-10 family’s flying career.

While the North African proposal remains unconfirmed and Omega Air faces considerable work restoring its aircraft, there is now a realistic prospect of more KC-10s returning to the skies.

For fans of the DC-10, the story might not be over just yet.

Have you ever photographed or flown on a DC-10 or KC-10? Let us know your memories in the comments below!

The new aircraft will initially be based at Munich Airport, where it will operate alongside existing A350-900 services, before the fleet gradually expands over the coming years.

Tokyo Will Be Lufthansa’s First A350-1000 Destination

Lufthansa has announced that the inaugural scheduled A350-1000 passenger flight will operate from Munich to Tokyo Haneda on 3 December 2026.

The first aircraft, registered D-AIFA, is expected to arrive in Munich from the Airbus factory in Toulouse in mid-November, allowing time for final preparations before entering commercial service.

Following the Tokyo launch, Lufthansa plans to introduce the A350-1000 on two additional Asian routes in the weeks that follow:

• Tokyo Haneda (HND) – from 3 December 2026
• Shanghai Pudong (PVG) – subsequent weeks
• Singapore Changi (SIN) – subsequent weeks

The A350-1000 and smaller A350-900 will operate these routes alternately, so passengers hoping to experience the new aircraft should check their flight details carefully.

All three routes will feature Lufthansa’s new Allegris cabin product.

A Special First Aircraft for Lufthansa’s 100th Anniversary

The first A350-1000 will be particularly interesting for aviation enthusiasts.

D-AIFA will carry the name Deutschland and wear a special livery celebrating Lufthansa’s 100th anniversary in 2026.

It will be the seventh aircraft to join the airline’s anniversary fleet and also marks a significant milestone for Airbus, becoming the 700th aircraft delivered by the manufacturer to the Lufthansa Group.

At 73.8 metres long, the A350-1000 is approximately seven metres longer than the A350-900.

The aircraft is powered by two Rolls-Royce Trent XWB-97 engines and offers greater capacity, particularly in its premium cabins.

Lufthansa’s A350-1000 will feature the following seating configuration:

First Class will include two individual suites and a larger Suite Plus, while Business Class will feature eight suite seats.

Lufthansa says the new aircraft will provide 40% more Business and Premium Economy seating than its existing A350-900 configuration, helping strengthen Munich’s position as a premium long-haul hub.

Lufthansa’s Growing Airbus A350 Fleet

Lufthansa already operates a substantial fleet of Airbus A350-900 aircraft, which have become a familiar sight at Munich Airport.

The A350-900 has gradually taken over routes previously operated by older Airbus A340 aircraft, offering improved efficiency, range and passenger comfort.

The larger A350-1000 will complement these aircraft rather than directly replace them.

Lufthansa Group has ordered 15 A350-1000s, with deliveries planned through 2030. The first ten will operate for Lufthansa and be based at Munich.

The A350-1000 is particularly well suited to busy long-haul routes where Lufthansa requires additional premium seating capacity without moving to a much larger aircraft such as the Airbus A380 or Boeing 747-8.

Both A350 variants share considerable commonality, including similar flight deck systems, which should make operating the two types alongside one another relatively straightforward.

How the A350-1000 Fits Into Lufthansa’s Long-Haul Fleet

The introduction of the A350-1000 is another important step in Lufthansa’s extensive fleet modernisation programme.

The airline currently operates a diverse collection of long-haul aircraft, including several ageing types that will eventually disappear.

Airbus A350-900: Already a cornerstone of Munich’s long-haul operations, the smaller A350 will continue alongside the new -1000, giving Lufthansa flexibility across different routes and passenger demands.

Boeing 787-9 Dreamliner: Lufthansa is also expanding its Dreamliner fleet, primarily at Frankfurt. Like the A350, the 787 offers significant efficiency improvements over older aircraft and is gradually taking over routes previously flown by ageing widebodies.

Airbus A340-300: One of the oldest types remaining in Lufthansa’s long-haul fleet, the four-engined A340-300 is approaching the end of its career. New A350 and 787 deliveries will help make its eventual retirement possible.

Boeing 747-400: Lufthansa remains one of the last major passenger operators of the classic 747-400. These aircraft are also scheduled for retirement as new-generation widebodies arrive.

Boeing 747-8: The newer 747-8 Intercontinental is expected to remain an important part of Lufthansa’s fleet for longer, particularly on high-capacity routes from Frankfurt.

Airbus A330-300: The twin-engined A330 continues to operate on a range of long-haul services. While newer aircraft will gradually take over some of its work, the A330 remains a useful part of Lufthansa’s network.

The airline is also awaiting the Boeing 777-9, which will eventually add another large, modern twin-engined aircraft to its long-haul operations.

Together, these new aircraft will help Lufthansa simplify its fleet, reduce fuel consumption and gradually phase out some of its oldest jets.

Which would you rather fly on – Lufthansa’s brand-new A350-1000, or one of its remaining classic widebodies? Let us know in the comments.

While Boeing 707s had disappeared from passenger service almost everywhere else in the world, one small Iranian airline called Saha Air continued flying them on ordinary domestic services.

Into the 2000s – and remarkably, right through to 2013 – it was possible to buy a ticket, turn up at Tehran Mehrabad Airport and board a Boeing 707 for a scheduled passenger flight.

For enthusiasts who had missed the type during its heyday, it represented perhaps the last realistic opportunity to experience one of the aircraft which ushered in the jet age. And many travelled to Iran specifically to do it.

What Was Saha Air?

EP-SHV in 2004. Photo: Aero Icarus

Saha Airlines was established in 1990 and was unusual among commercial airlines in being owned by the Islamic Republic of Iran Air Force.

Based at Tehran Mehrabad Airport, it operated domestic passenger services alongside cargo and military-related flying. Its close relationship with the Iranian military also explains how it came to operate one of the most remarkable passenger fleets of the modern era.

The Boeing 707s used by Saha had originally been supplied to the Imperial Iranian Air Force during the 1970s, before the Iranian Revolution. Many were Boeing 707-3J9Cs equipped for tanker and transport duties rather than aircraft purchased new for a conventional commercial airline.

Following the 1979 revolution, Iran found itself increasingly isolated from Western aircraft manufacturers.

Sanctions made obtaining new Western aircraft, spare parts and technical support increasingly difficult. Instead of replacing older aircraft at the same pace as airlines elsewhere, Iran became exceptionally good at keeping existing equipment flying. That created an aviation scene unlike almost anywhere else.

For enthusiasts, Iran became a place where aircraft which had virtually disappeared elsewhere could still be found carrying passengers.

The Boeing 707 Refused To Disappear

The Boeing 707 had transformed international air travel after entering service in 1958. But by the 1990s its days as a mainstream passenger airliner were effectively over.

Aircraft such as the Boeing 747, 757 and 767, Airbus A300 and A310, and increasingly the new generation of twin-engined aircraft had made the four-engined 707 uneconomical and outdated.

Noise restrictions also pushed the type out of many airports.

Cargo operators and military organisations continued using 707s, but finding one on a scheduled passenger service became almost impossible.

Except in Iran. Saha’s aircraft were converted for passenger use and some were configured with around 160 seats. By the 2000s, a small number were still appearing on domestic services from Tehran, particularly to destinations such as Mashhad and Kish Island.

Aviation Enthusiasts Headed For Iran

Word naturally spread through the aviation enthusiast community… If you had never flown on a Boeing 707, Saha Air offered what increasingly looked like a final chance.

Trip reports began appearing online from enthusiasts who had travelled to Iran specifically to experience the aircraft.

One enthusiast recorded flying EP-SHV from Tehran to Mashhad and back on 17 April 2006, with the ticket reportedly costing around $15. Photography was highly sensitive, and the report described both uniformed and plain-clothes security personnel travelling aboard the aircraft.

Aviation photographer and enthusiast Sam Chui first travelled to Iran in 2004 after learning that Saha was still operating passenger 707s. He subsequently returned several times, including for another journey in 2013 when the end was clearly approaching.

These were not enthusiast charter flights, and that was part of the attraction.

You were travelling on an ordinary Iranian domestic service alongside local passengers, experiencing the 707 doing essentially the same job it had performed around the world decades earlier.

Tehran-Mashhad became particularly well known among enthusiasts trying to catch the aircraft, and the experience went beyond simply logging a rare type. Visitors found themselves exploring Iran, meeting its people and discovering an aviation scene that seemed to belong to another era.

There was nevertheless a serious side to such trips. Airports and aircraft photography could attract unwanted attention, particularly given Saha’s connection with the Iranian Air Force. Enthusiasts had to be far more cautious than they would have been at airports in Europe or North America.

Yet plenty still made the journey.

The Fleet Was Getting Smaller

Keeping the 707s flying was inevitably becoming more difficult.By the mid-2000s, only a handful remained available for passenger work, and often just one aircraft would be operational while others underwent maintenance.

There were also serious incidents. On 20 April 2005, Saha Air Boeing 707 EP-SHE was operating a scheduled service from Kish Island to Tehran when it overran the runway at Mehrabad after encountering problems following touchdown.

The aircraft left the runway and came to rest in the Kan River. Three of the 157 passengers were killed during the evacuation and around 50 people were injured. The aircraft was written off.

Another Saha 707, EP-SHK, suffered an engine failure while operating to Ahvaz in August 2009. The aircraft landed safely and everyone aboard survived.

Yet the 707 kept going. Long after most enthusiasts assumed scheduled passenger operations must surely be finished, another Saha departure would appear.

The Last Passenger Boeing 707

By Danial Haghgoo [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

In February 2013, enthusiasts were still able to fly aboard it between Tehran and Mashhad. A contemporary account describes boarding EP-SHU at Tehran for Saha flight IRZ160 to Mashhad before returning aboard the same aircraft as IRZ161.

Photographic records show EP-SHU at Mashhad on 18 February 2013, with accounts from the period indicating that the final opportunities to fly the passenger 707 came during March. Regular Saha 707 passenger operations finally ended in early April 2013.

It brought an extraordinary chapter of aviation history to an end. More than half a century after the Boeing 707 first entered airline service, passengers could no longer book a normal scheduled flight aboard one.

Saha Airlines subsequently suspended all operations on 3 May 2013, although the carrier would eventually return to flying in 2017 using more modern aircraft. But the 707 did not return to passenger service.

Could Something Like This Happen Today?

Looking back, those enthusiast trips to Iran during the 2000s and early 2010s seem to belong to another world.

Iran was hardly a straightforward destination even then. Photography around airports could be extremely sensitive, and foreign aviation enthusiasts needed to exercise considerable caution.

But people nevertheless travelled there, explored the country and came home with a Boeing 707 in their logbook.

Doing the same today would be an entirely different proposition. As of October 2026, the UK’s Foreign, Commonwealth & Development Office advises against all travel to Iran, warning British nationals in particular of a significant risk of questioning, arrest and detention.

The wider regional security situation has also deteriorated dramatically during 2026. European aviation authorities have advised airlines against operating in Iranian airspace amid the continuing conflict in the region.

Iran’s airline industry, meanwhile, is again at the centre of an escalating sanctions battle.

In September 2026, the US Treasury announced sanctions against 27 Iranian airlines, including Saha Airlines, as part of a wider action against the country’s aviation sector.

The measures go much further than preventing Iranian airlines from buying new Boeing or Airbus aircraft. The threat of secondary sanctions has the potential to discourage companies outside Iran from providing Iranian carriers with services including fuel, airport handling and ticket sales. That has raised questions over how easily Iranian airlines will be able to maintain international operations.

It is an extreme modern version of the isolation which helped create the Saha 707 story in the first place. For decades, sanctions restricted Iran’s ability to renew its commercial aircraft fleet and obtain Western-built aircraft and components through normal channels.

That helped keep types such as the Boeing 707 flying far longer than anyone could reasonably have expected. Alongside the 707, the country’s airlines became famous for operating ageing Boeing 727s and 747 Classics, Airbus A300s and other aircraft rapidly disappearing elsewhere.

Keeping old aircraft operational in an environment where access to manufacturers, approved parts and technical support is restricted presents obvious challenges. Indeed, the effect of sanctions on access to aviation equipment and spare parts has been debated internationally for years, including in relation to flight safety.

Today the political, security and sanctions environment surrounding Iranian aviation is more severe again. It makes the photographs and trip reports from Saha’s final 707 years all the more remarkable.

Only 13 years ago, an enthusiast could travel to Tehran, buy a domestic airline ticket and find themselves strapped into a Boeing 707 for the flight to Mashhad.

There are still Boeing 707s flying today in military and specialist roles. But the era when anyone could simply buy a ticket and fly aboard Boeing’s pioneering jetliner ended on those final Saha Air services in Iran in 2013.

Did you ever make the journey to Iran to fly on a Saha Air Boeing 707? Leave a comment below!

Last Chance to Fly

If you’d like to find out where to fly rare and historic airliners today, check out Last Chance to Fly.

This guide is available to our Airport Spotting Premium Members, and covers over 50 different airliner types and variants, from classic wartime pistonliners, to more recent Airbus and Boeing types which are rare and hard to find.

Treat yourself to a rare flight today, before it’s too late! Get Airport Spotting Premium.

They often belong to airlines you rarely encounter elsewhere, operate unusual aircraft types and arrive at decidedly less predictable times than their passenger-carrying counterparts.

At Hong Kong International Airport, cargo isn’t merely an interesting sideshow. It is one of the main events.

Hong Kong handled an extraordinary 5.07 million tonnes of cargo during 2025, making it the world’s busiest cargo airport according to Airports Council International.

In fact, 2025 marked the 15th time since 2010 that Hong Kong had topped the global cargo rankings. And the traffic is still growing. During the first six months of 2026 alone, HKG handled around 2.5 million tonnes of cargo, up 4.1% on the previous year.

For the aviation enthusiast, all of that translates into a lot of freighter movements.

Why Is Hong Kong Such a Huge Cargo Airport?

Geography has a lot to do with it. Hong Kong sits on the doorstep of the enormous manufacturing and commercial regions of southern China, while also occupying a convenient position on the major air routes linking Asia with Europe and North America.

Its infrastructure reflects the scale of the operation. Hong Kong International Airport currently provides 69 parking stands for cargo aircraft, alongside enormous dedicated freight handling and logistics facilities.

The airport also acts as an important transshipment hub. Goods arriving from one part of the world can quickly be transferred onto another flight – or increasingly transferred between aircraft, ships and road networks serving the Greater Bay Area.

Cargo passing through Hong Kong International Airport during 2025 represented more than 45% of the total value of Hong Kong’s external trade.

For spotters, however, there is another statistic which matters: How many freighters can I see?

The answer is plenty.

Cathay Cargo – And Lots of Boeing 747s

Naturally, the biggest attraction is home carrier Cathay Cargo.

While passenger Boeing 747s disappeared from Cathay Pacific’s fleet back in 2016, the Jumbo is still very much alive on the cargo side of the business. Cathay Cargo operates both the Boeing 747-400ERF and 747-8F, and its home base is one of the best places in the world to see them.

Spend time spotting at Hong Kong and you have a very good chance of seeing Cathay 747s arriving, departing, taxiing or sitting around the extensive cargo aprons.

For enthusiasts accustomed to visiting European or American airports where seeing even one 747 has become an event, the sight of multiple Jumbos at Hong Kong can feel like stepping back in time. Except these aircraft are still earning their keep.

Cathay’s freighters link Hong Kong with cargo centres across Asia, Europe and North America, meaning movements are spread throughout the day and night.

And Cathay is only the beginning.

Air Hong Kong

Dltl2010, CC BY-SA 4.0 <https://creativecommons.org/licenses/by-sa/4.0>, via Wikimedia Commons

Another home-grown operator worth seeking out is Air Hong Kong. Its aircraft have traditionally been closely associated with the DHL express network,

Air Hong Kong operates Airbus A330 freighters, including converted passenger aircraft, having retired its former fleet of A300 freighters last year.

Its normal operating pattern sees aircraft heading out from Hong Kong and returning with DHL shipments as part of an overnight express network. That means early morning and evening/night periods can be particularly interesting if Air Hong Kong is on your wanted list.

Checking the day’s movements before setting out is highly recommended.

Hong Kong Air Cargo

Hong Kong Air Cargo A330. Photo: Kwok Ho Eddie Wong

Don’t overlook Hong Kong Air Cargo either. This locally based freight carrier operates Airbus A330 freighters on a growing network around Asia.

During 2026 its scheduled network has included destinations such as Taipei, Hanoi, Shanghai, Dhaka and Osaka Kansai, alongside other regional routes. And unlike some cargo airlines, quite a few of its movements occur at spotter-friendly hours.

For example, current schedules have included morning departures to Taipei and Osaka, midday arrivals from Taipei, afternoon departures to Dhaka and evening arrivals from Hanoi and Osaka.

The Visiting Freighters

UPS have a major presence at Hong Kong. Photo: Kwok Ho Eddie Wong

Alongside its home-based cargo operators is a changing cast of international freighter airlines.

Depending on the day and current schedules, operators to look out for can include some of the biggest names in global air freight.

Cargolux is an especially desirable visitor, not least because its fleet is composed entirely of Boeing 747 freighters. Its Hong Kong services provide another opportunity to see both the 747-400F and 747-8F.

Current September 2026 scheduling demonstrates just how varied cargo timings can be. Some Cargolux 747s reach Hong Kong around midnight or late in the evening, while other flights depart HKG during daylight hours – including morning services.

Then there are the big express freight networks. DHL, FedEx and UPS all have a presence at Hong Kong, with the airport’s own cargo information highlighting all three.

UPS clearly sees Hong Kong as increasingly important. Construction began in March 2026 on a huge new UPS hub at the airport which is expected to open in 2028 and eventually be capable of handling almost one million tonnes of cargo per year.

Add cargo services operated by Asian airlines and specialist freighter carriers and the result is a constantly changing mix.

Even passenger airlines contribute enormous quantities of freight in their lower-deck holds, which is one reason Hong Kong’s extensive long-haul passenger network is so important to the cargo hub.

When Is the Best Time to See Cargo Aircraft?

There isn’t really one answer – and that’s actually part of Hong Kong’s appeal.

Cargo movements take place around the clock.

The express parcel operators tend to favour overnight and early-morning flying because shipments need to reach sorting hubs and onward delivery networks at very specific times.

Regional freighters can appear during the morning, afternoon and evening.

Long-haul cargo flights may arrive at almost any time because their schedules are influenced by departure slots thousands of miles away, intermediate stops and the requirements of the freight being carried.

So don’t assume that you need to spend the night beside the runway to see freighters; a full daylight spotting session should still produce cargo movements, particularly from the Hong Kong-based operators.

Where Should You Spot?

Atlas Air 747 departing Hong Kong. Photo: Christian Junker | Photography

Hong Kong’s airport is enormous, and it became larger still when its full three-runway system entered operation in November 2024.

That means there is no single position from which you’ll photograph every cargo movement.

One area worth investigating is the southern side of the airport, where much of Hong Kong’s cargo infrastructure is located.

The South Perimeter Road has long been popular with local photographers, with various positions possible depending on runway direction and lighting.

Further west, the area around the HAECO Aircraft Maintenance Area offers another perspective on aircraft movements and can sometimes provide views of aircraft around the maintenance facilities.

Scenic Hill, towards the eastern side of the airport, is another established location for photographing movements on the South Runway.

The important thing is to check which runways are active before choosing your position. With three parallel runways – 07L/25R, 07C/25C and 07R/25L – an aircraft you have been waiting all morning to photograph can otherwise appear frustratingly far away.

A flight-tracking app is almost essential.

Don’t Forget the Cargo Aprons

Plane spotting isn’t only about photography. If you’re trying to collect registrations, spend some time studying the cargo areas.

Freighters often spend longer on the ground than passenger aircraft while their loads are removed, sorted and replaced. Consequently, aircraft which arrived overnight may still be around during daylight hours.

Binoculars are useful, particularly given the sheer scale of Chek Lap Kok. And always check what is parked remotely.

That anonymous white tail in the distance might turn out to be the most interesting aircraft you see all day.

The Future Looks Even Busier

Hong Kong isn’t standing still.

The opening of the three-runway system has given the airport substantially more room to grow, while further investment is being made specifically in cargo infrastructure.

UPS’s enormous new hub is one example. The airport is also developing stronger cargo links with mainland China, including the HKIA Dongguan Logistics Park, designed to allow freight from the Greater Bay Area to be processed before travelling directly to Hong Kong International Airport for onward flights.

For plane spotters, that suggests Hong Kong’s importance as a freighter airport isn’t going away anytime soon.

Want to Go Plane Spotting in Hong Kong?

The October 2026 edition of Airport Spotting Premium Magazine includes our new and fully updated guide to plane spotting at Hong Kong International Airport.

We’ve included the airport layout and three-runway system, recommended spotting and photography locations, transport advice, spotting hotels and tips on what you’re likely to see.

The issue also celebrates 80 years of Cathay Pacific, looks back nostalgically at the unforgettable Kai Tak Airport, and includes a current Cathay Pacific fleet listing for aircraft spotters.

It’s available exclusively to Airport Spotting Premium members.

Chicago O’Hare International is one of the world’s great aviation hubs, offering an enormous variety of airlines, aircraft and cargo traffic.

But Chicago’s aviation scene extends far beyond O’Hare.

Spread across the metropolitan area are numerous airports handling everything from Southwest Airlines Boeing 737s and corporate Gulfstreams to international freighters and small general aviation aircraft.

Some even have dedicated facilities for enthusiasts.

And right beside Downtown Chicago is the ghost of one of America’s most famous lost airports.

So, if you’ve got a car and some spare time on your next visit, here are seven other Chicago airports worth exploring.

First, What About Chicago O’Hare?

For most enthusiasts, Chicago O’Hare International Airport (ORD) will naturally be the starting point.

O’Hare is a major hub for both United Airlines and American Airlines, and its huge network attracts airlines from across North America, Europe, Asia, the Middle East and beyond.

Add an extensive cargo operation and there is very little chance of getting bored.

There are numerous established locations for spotting around O’Hare, although conditions and access can change.

One of the most useful public locations is Schiller Park Metra Station, off Ruby Street, which is popular when aircraft are arriving on Runway 28C. Scott Street has also traditionally been well known among local enthusiasts, while other locations become useful depending on the runway configuration.

If you’re staying overnight, the Hilton Chicago O’Hare is particularly convenient. Situated within the terminal complex, selected high-floor rooms overlook parts of the airfield and gates.

[Read: Plane Spotting Hotel Review – Chicago O’Hare Hilton]

But once you’ve had your fill of O’Hare, where else should you go?

Chicago Midway International Airport

Around 10 miles southwest of Downtown Chicago

By The original uploader was Sox23 at English Wikipedia [GFDL (http://www.gnu.org/copyleft/fdl.html) or CC-BY-SA-3.0 (http://creativecommons.org/licenses/by-sa/3.0/)], via Wikimedia Commons

Before O’Hare became Chicago’s principal airport, Midway was one of America’s most important airline gateways. Today it remains a busy commercial airport in its own right.

Southwest Airlines dominates proceedings, so Boeing 737s naturally make up a significant proportion of the traffic. However, other airlines add some variety, along with business jets and general aviation movements.

The airport is incredibly compact and hemmed in by the surrounding Chicago street grid. In fact, its entire footprint covers roughly one square mile.

That can make photography challenging, but it also means aircraft pass surprisingly close to public roads.

One option is the airport’s parking garage off West 55th Street. The upper levels can offer elevated views towards the airfield and are particularly useful when aircraft are operating from the northeastern end of the airport. There are also various positions along the surrounding streets, including around Central Avenue and 63rd Street.

There is no official spotting area, however, and airport security regularly patrols some of the parking areas, so always follow instructions if asked to move.

Midway is nevertheless well worth seeing, particularly if you’ve never experienced this historic airport before.

Chicago Executive Airport

The view from the southern end near the viewing area.

If business jets are your thing, Chicago Executive Airport (PWK) should be high on your list.

Situated at Wheeling and Prospect Heights, north of O’Hare, this is one of the principal corporate aviation airports serving the Chicago region. Expect Citations, Challengers, Falcons and Gulfstreams alongside turboprops, piston aircraft and flying-school traffic.

Its position close to the wealthy northern suburbs and Chicago’s major business centres makes it particularly useful for executive aviation. Better still, Chicago Executive is one of those airports that actually makes life easy for enthusiasts.

There is an official public aircraft viewing area at the southern end of the airport on the Palatine Road Frontage Road, between Milwaukee Avenue and Wolf Road. It has bleachers, picnic tables and free parking and is open from sunrise to sunset.

That makes PWK one of the easiest secondary Chicago airports to include in your itinerary.

If you’ve spent a hectic morning chasing registrations at O’Hare, sitting beside a smaller airport watching Gulfstreams come and go can make a very pleasant change.

Waukegan National Airport

Around 40 miles north of Downtown Chicago

Continue north towards the Wisconsin state line and you’ll eventually reach Waukegan National Airport (UGN).

This is another designated reliever airport intended to handle general aviation and corporate traffic away from Chicago’s major commercial airports.

Waukegan has two runways, the longest measuring 6,000ft, and has customs facilities allowing international arrivals.

Don’t expect United or American flights to suddenly appear here. The airport specifically describes itself as a general aviation facility rather than a commercial passenger airport, with its infrastructure intended for the corporate and private aircraft which already use it.

For the enthusiast, that means another selection of business jets, turboprops and light aircraft. Interesting visitors are certainly possible. The airport’s own photographic archive shows everything from business jets to military visitors, including a Boeing 757 used as Air Force Two.

There isn’t the same purpose-built enthusiast facility found at Chicago Executive, so this is more of a drive-around airport. Public roads around the perimeter can provide opportunities depending on runway use, but be considerate about parking and avoid FBO and other private property.

Given its distance from central Chicago, Waukegan probably isn’t worth visiting solely for a handful of light aircraft. But combined with Chicago Executive, it makes a useful northern spotting excursion.

DuPage Airport

Around 30 miles west of Downtown Chicago

Photo: H. Michael Miley

West of the city at West Chicago is another significant business aviation facility.

DuPage Airport (DPA) is considerably larger than you might expect. The airport covers around 2,800 acres and has four runways, with its longest measuring 7,571ft. That gives it the second-longest runway in the Chicago market outside O’Hare and allows DuPage to accommodate large corporate aircraft without difficulty.

Consequently, the traffic can be interesting. Light general aviation is plentiful, but the main attraction is business aviation, with everything from smaller Citations through to large-cabin Gulfstreams and Bombardier Globals possible.

There is no dedicated public viewing park comparable to Chicago Executive. However, roads and commercial areas around the airport provide various opportunities to see arriving and departing aircraft depending on runway use.

As with all general aviation airports in the United States, stick to public property and don’t assume that an FBO car park is an acceptable place to spend several hours photographing aircraft.

Gary/Chicago International Airport

Around 25 miles southeast of Downtown Chicago

Cross the state line into Indiana and you’ll find Gary/Chicago International Airport (GYY).

Gary has long been promoted as an alternative airport for the Chicago metropolitan area, helped by its location southeast of the city and relatively straightforward access to Downtown Chicago.

Despite the “International” title, don’t expect anything approaching the traffic levels at O’Hare or Midway. Instead, Gary has developed a mixture of general aviation, corporate, charter and cargo activity.

That can make it an interesting airport for enthusiasts precisely because the movements are less predictable. Rather than seeing another procession of scheduled airliners, you may encounter a business jet, charter aircraft or freighter.

The airport has a long runway of more than 8,800ft, so handling large aircraft is not a problem.

There isn’t a purpose-built enthusiast area, and movements can be sparse between periods of activity. Checking flight tracking before making the journey is therefore particularly worthwhile.

Public roads around the airport can provide opportunities depending on the runway in use, but always remain on public property and respect signs and airport security.

Gary combines particularly well with Lansing Municipal if you’re exploring the southeastern side of Chicago.

Lansing Municipal Airport

Around 25 miles south of Downtown Chicago

Lansing Municipal Airport (IGQ) is very different again.

Situated just south of Chicago and close to the Indiana border, Lansing is primarily a general aviation airport and one of the designated reliever airports serving the Chicago system.

This isn’t somewhere to expect large numbers of airliners or international business jets. Instead, you’ll see the bread-and-butter aircraft of American general aviation: Cessnas, Pipers, Beechcraft types, training aircraft and occasional business movements.

There isn’t a major dedicated spotting facility, so treat this as a relatively quick stop rather than somewhere to spend an entire day.

Public areas around the airport can offer glimpses of parked aircraft and movements, but as elsewhere, don’t enter hangar areas or private ramps in search of registrations.

Chicago Rockford International Airport

Around 85 miles northwest of Downtown Chicago

A UPS 747-400 freighter departing Chicago Rockford. Photo: steeleman204

This is the outlier geographically – but potentially one of the most interesting airports in this entire article.

Chicago Rockford International Airport (RFD) is well outside the immediate Chicago metropolitan area, and you’ll need to allow roughly 90 minutes to two hours to reach it depending on where you start and, inevitably, Chicago traffic.

For cargo enthusiasts, however, it could be worth the journey.

Rockford has grown into one of America’s major freight airports. It is home to the second-largest UPS hub in North America as well as a significant Amazon Air operation. The airport says it ranked 13th in the United States for air cargo based on 2023 landed weight.

That means Boeing 747s, 767s, 777 freighters and other cargo types can all feature, depending on the day’s operations.

International freight operators have also been regular visitors, making Rockford potentially far more interesting than a typical regional airport.

There is passenger traffic too. As of 2026, Allegiant operates scheduled services from Rockford to destinations including Las Vegas, Los Angeles, Nashville, Phoenix/Mesa and several Florida airports.

Aircraft maintenance adds another dimension, with an AAR facility on the airport campus potentially bringing additional aircraft to the field.

There is no single observation area comparable to Chicago Executive. Local enthusiasts use positions around the perimeter depending on runway operations, and it’s worth checking current local spotting information before travelling.

If you’re prepared to make the journey, Rockford is probably the most interesting Chicago-area airport after O’Hare and Midway, particularly if freighters are your priority.

Bonus: Remembering Meigs Field

The former terminal at Meigs Field. Photo: Warren LeMay

And then there’s the Chicago airport you can’t visit anymore.

Few airports have ever enjoyed a setting quite like Merrill C. Meigs Field.

Built on Northerly Island immediately beside Downtown Chicago, Meigs had a single runway squeezed between Lake Michigan and the city’s spectacular skyline.

The airport opened in 1948 and became an important downtown facility for business and general aviation.

A generation of aviation enthusiasts who had never been to Chicago also became familiar with Meigs for another reason: Microsoft Flight Simulator.

For years, Meigs Field was the default starting location in Microsoft’s famous flight simulation series. Countless virtual pilots therefore learned to fly by taking off from its runway and circling Chicago. Then, suddenly, the real airport disappeared.

In March 2003, Chicago Mayor Richard M. Daley controversially ordered heavy equipment onto the runway during the night. Large X-shaped gouges were cut into the surface, rendering Meigs unusable before many in the aviation community even knew what was happening.

The closure became one of the most infamous episodes in modern American general aviation. The runway was subsequently removed and the site transformed into Northerly Island Park, a 119-acre public space on Chicago’s lakefront.

But traces of the airport survive. The former terminal building still stands and now serves as the Northerly Island Visitor Center. Other surviving features around Northerly Island still hint at its aviation past, including the unmistakable former control tower.

Planning a Plane Spotting Trip

Knowing that an airport exists is one thing. Knowing where to go when you get there is what makes a successful plane spotting trip.

That’s exactly why we created World Airport Spotting Guides.

The book covers airports around the world, giving aviation enthusiasts useful information on where to watch and photograph aircraft, what traffic to expect, spotting hotels and other tips for planning a successful trip.

Whether you’re heading across the United States, planning a European spotting weekend or simply looking for ideas for your next aviation adventure, it’s designed to help you make the most of every airport visit.

Find out more and order your copy of World Airport Spotting Guides

Announced on 14 October 2026, the agreement comprises 16 firm orders and options for a further 10 aircraft, with the first deliveries expected during the 2029 Japanese financial year, which runs from April 2029 to March 2030.

The new aircraft will be operated by J-AIR, the regional subsidiary of Japan Airlines, replacing its existing Embraer E170 and E190 jets.

What Does J-AIR Currently Fly?

Steven Byles from Yokohama, Japan, CC BY-SA 2.0 <https://creativecommons.org/licenses/by-sa/2.0>, via Wikimedia Commons

J-AIR operates an all-Embraer fleet of 32 regional jets, comprising:

• 18 Embraer E170s, each configured with 76 passenger seats.

• 14 Embraer E190s, each configured with 95 passenger seats.

The airline is based at Osaka International Airport (Itami) and operates an extensive network of domestic services across Japan, connecting smaller cities and regional destinations with larger airports.

Its routes extend from Hokkaido in northern Japan to the Amami Islands in the south, with services also operating from airports including Tokyo Haneda, Fukuoka, Sapporo New Chitose and Kagoshima.

J-AIR has operated Embraer aircraft for many years, having previously flown smaller regional types including the Bombardier CRJ200 and British Aerospace Jetstream 31/32.

Why Has Japan Airlines Chosen the E190-E2?

The E190-E2 is a significantly updated version of the original E190, featuring new Pratt & Whitney geared turbofan engines, redesigned wings and improvements to its aerodynamics.

These changes deliver improved fuel efficiency, reduced carbon emissions and lower noise levels compared with the earlier generation of Embraer E-Jets.

Japan Airlines says the decision forms part of its long-term strategy to maintain a sustainable domestic network while responding to rising operating costs, changing passenger demand and Japan’s declining population.

The E190-E2 will also allow J-AIR to continue operating regional routes with an aircraft suited to smaller passenger markets.

The order represents another important success for Embraer in Japan, following All Nippon Airways’ decision to order the E190-E2 for its own regional operations.

When Will the New E190-E2s Arrive?

The first E190-E2 aircraft are scheduled to arrive during Japan’s 2029 financial year, although JAL has not yet announced a precise delivery date or the routes on which the new aircraft will initially operate.

It has also not confirmed the timetable for retiring its existing E170 and E190 aircraft, or how many of each type will be replaced in the initial phase.

With 32 aircraft currently in the J-AIR fleet and 16 firm E190-E2 orders, the renewal is likely to take place gradually over several years.

For aviation enthusiasts visiting Japan, the announcement means there should still be opportunities to see the original Embraer E170 and E190 in Japan Airlines colours for some years to come, before the next generation begins taking over.

That airline was British Midland Airways, later known as bmi.

From the early 1980s until its eventual takeover in 2012, British Midland became Heathrow’s second-largest airline, operating an extensive network of domestic and European services.

Along the way, it introduced competition to routes traditionally dominated by British Airways, built a loyal following among business travellers, and operated an interesting variety of aircraft, including Vickers Viscounts, Douglas DC-9s, Boeing 737s and Airbus A320s.

So how did a relatively small regional airline become one of British Airways’ biggest rivals at Heathrow?

From Regional Airline to Heathrow Challenger

British Midland’s origins can be traced to Derby Aviation, which developed scheduled and charter services from the Midlands before adopting the British Midland Airways name in 1964.

During its early years, the airline concentrated on regional flying, with East Midlands Airport becoming an important base.

Its fleet included the Handley Page Herald and Vickers Viscount, both well suited to the relatively short sectors being operated.

British Midland introduced the Viscount in 1967 and eventually operated 29 examples of the 700 and 800 series. The aircraft remained in service until 1988, becoming one of the airline’s most recognisable types.

However, British Midland’s future would increasingly centre on London Heathrow.

During the late 1970s, the airline took over several regional services previously operated by British Airways, establishing valuable access to Heathrow.

Destinations included Birmingham, East Midlands, Leeds Bradford, Liverpool and Teesside.

Under the leadership of Michael Bishop, British Midland began looking beyond regional connections and towards direct competition with Britain’s national airline.

Taking On British Airways to Scotland

The most important breakthrough came in 1982, when British Midland won the right to operate between Heathrow and Glasgow.

The airline had initially been refused permission by the Civil Aviation Authority, but successfully appealed the decision.

On 25 October 1982, British Midland launched its Heathrow–Glasgow service, directly challenging British Airways on one of the country’s busiest domestic routes.

It initially operated six daily return flights using Douglas DC-9 aircraft.

British Airways already offered a high-frequency service through its well-established Shuttle operation, but British Midland hoped to attract passengers through competitive fares and a higher standard of onboard service.

The strategy proved successful enough for further expansion.

In 1983, British Midland introduced Heathrow–Edinburgh flights, followed by services to Belfast in 1984.

Within just a few years, the airline was competing with BA on three of Britain’s most important domestic air routes.

How British Airways Responded

G-BIKB on approach to runway 09L at Heathrow. G-BIKB was the first Boeing 757 delivered to British Airways on the 25th January 1983 (Steve Fitzgerald, distributed under a GFDL 1.2 Licence)

British Airways’ Shuttle services were particularly popular with business travellers, offering frequent departures and convenient schedules.

British Midland, however, positioned itself as an alternative that combined competitive pricing with more attentive service.

The increased competition encouraged British Airways to improve its own offering.

Its upgraded Super Shuttle product featured enhanced catering, including breakfast on morning departures, hot drinks and complimentary bar service.

British Midland also developed its own premium offering, known as the Diamond Service, aimed at attracting frequent business travellers.

The airline gradually established a loyal customer base and captured a significant share of traffic on routes between Heathrow and Scotland.

For passengers, the rivalry brought greater choice and improved service standards.

The Aircraft That Built British Midland’s Heathrow Network

British Midland DC-9 approaching Heathrow. Photo: Dean Morley

For aviation enthusiasts, British Midland’s growth at Heathrow coincided with an interesting period of fleet development.

The Douglas DC-9 became particularly associated with the airline’s expansion during the 1980s.

British Midland operated both the short DC-9-15 and longer DC-9-32, with the type becoming a familiar sight at Heathrow, Glasgow, Edinburgh and other domestic destinations.

However, the airline began modernising its fleet during the second half of the decade.

The first Boeing 737-200s arrived in 1986, followed by the newer 737 Classic family.

The Boeing 737-300 became particularly important, alongside the larger 737-400 and smaller 737-500.

These aircraft offered greater efficiency and flexibility, allowing British Midland to serve both high-frequency domestic routes and an expanding European network.

During the 1990s, British Midland’s Boeing 737s became an everyday sight at Heathrow.

Another fleet transformation followed towards the end of the decade, when the airline began introducing Airbus A320 family aircraft.

The A320 was joined by the smaller A319 and larger A321, gradually replacing the Boeing 737s on mainline short-haul services.

This period also brought one of British Midland’s most distinctive liveries, featuring a dark blue lower fuselage, grey upper surfaces and red accents.

Expanding Beyond Britain

LRS747, CC BY-SA 4.0 <https://creativecommons.org/licenses/by-sa/4.0>, via Wikimedia Commons

Although domestic flying remained central to British Midland’s operation, the airline increasingly looked towards European destinations.

From the mid-1980s onwards, it expanded its Heathrow network to include major business centres such as Amsterdam, Brussels, Paris and Frankfurt.

These routes frequently placed British Midland in direct competition with British Airways and other established European flag carriers.

Its arrival introduced additional competition on routes where passengers had previously faced a more limited choice of airlines.

By 1998, British Midland controlled around 14% of Heathrow’s take-off and landing slots, making it the airport’s second-largest airline.

This was a remarkable achievement for a company that had developed from a small regional operator.

Domestic services nevertheless remained an important part of its business.

In 1996, British Midland carried approximately two million passengers on domestic flights from Heathrow.

Its Scottish services were particularly successful, with some routes operating eight or nine times daily by the late 1990s.

The airline also maintained connections to regional cities such as Leeds Bradford, while in 1998 it entered the busy Manchester–Heathrow market in direct competition with British Airways.

By this point, British Midland had become much more than a regional airline feeding passengers into London.

It was a major competitor at Heathrow in its own right.

British Midland Becomes bmi

Gary Watt (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

In 2001, the airline underwent a major rebranding, replacing the familiar British Midland name with bmi british midland, increasingly shortened to bmi.

A striking new blue livery accompanied the change, reflecting the airline’s ambitions to develop beyond its traditional domestic and European markets.

For years, British Midland had hoped to launch transatlantic services from Heathrow.

However, restrictions imposed by the Bermuda II air services agreement between Britain and the United States had limited its opportunities.

The airline eventually entered the long-haul market with Airbus A330 aircraft, serving destinations further afield.

But the aviation industry was changing rapidly. Low-cost carriers such as easyJet and Ryanair were expanding across Britain and Europe, while improvements to rail services reduced demand for some shorter domestic flights.

Heathrow’s increasingly valuable slots also presented a challenge. Operating a relatively small aircraft on a short domestic sector was becoming harder to justify when the same slot could potentially be used for a more profitable international service.

As a result, some of British Midland’s traditional regional routes disappeared.

How British Midland Ended Up With British Airways

A former bmi Airbus A319 now flying for British Airways.

Changes in ownership eventually brought British Midland’s independence to an end.

Lufthansa and SAS had become shareholders in the airline, and in 2009 Michael Bishop sold his controlling interest to Lufthansa.

However, bmi struggled financially, and Lufthansa eventually decided to sell the business.

In 2012, International Airlines Group (IAG), the parent company of British Airways, acquired bmi.

It was an ironic ending for an airline that had spent three decades challenging BA at Heathrow.

British Midland had fought for the right to operate competing domestic services, built a substantial European network and accumulated one of Heathrow’s largest collections of valuable slots.

Ultimately, those slots became an important part of its attraction to British Airways.

The remaining bmi operation was absorbed into BA, with the airline’s final flights taking place in October 2012.

British Midland’s Legacy at Heathrow

British Midland also flew the Fokker 100 at Heathrow. Photo: Matt Taylor

Although British Midland never approached British Airways in overall size, its influence on domestic aviation in Britain was considerable.

It demonstrated that an independent airline could establish a substantial operation at Heathrow and compete directly with the national carrier.

Its presence on routes to Scotland and Northern Ireland brought increased competition, while its European expansion offered passengers greater choice.

For aircraft enthusiasts, British Midland also left behind memories of some wonderful aircraft. From the Viscounts and Heralds of its regional years to the DC-9s, Boeing 737s and Airbus jets that became familiar at Heathrow, the airline’s fleet reflected several generations of British commercial aviation.

Today, British Midland has disappeared from the skies, but its contribution to Heathrow’s history should not be forgotten.

Do you remember flying with British Midland or bmi? Perhaps you travelled on one of its DC-9s, Boeing 737s or Airbus aircraft? Share your memories in the comments below.

Love Classic Airlines and Aviation History?

If you enjoyed this look back at British Midland and its battle with British Airways, there’s plenty more to discover with Airport Spotting Premium! Every month, members receive an exclusive digital aviation magazine packed with airline histories, classic aircraft features, detailed airport spotting guides and fascinating stories from the world of aviation. You’ll also get access to our growing library of spotting guides and special publications, exclusive content, member discounts and monthly prize draws.

Join for just £5 per month or £50 per year and enjoy even more of the aircraft, airlines and aviation history you love – while helping support AirportSpotting.com and keeping independent aviation content alive.

Discover Airport Spotting Premium and join today!

Title image: Matt Taylor