The aircraft, VH-E9A, touched down in Perth on 7 September following a lengthy delivery flight from Norwich in the UK, routing via Bulgaria, Tajikistan, India, Malaysia and finally Broome in Western Australia.

It is the first of up to 14 Embraer E190s being acquired to progressively replace the Fokker 100 fleet used by Qantas-owned Network Aviation.

For aircraft enthusiasts, however, this particular E190 already has a long and very familiar history in European skies.

Up to 14 E190s Are Coming

Qantas has plans to acquire up to 14 mid-life Embraer E190s for the Western Australian operation.

Three aircraft were initially secured, and Australian registration data already lists VH-E9A, VH-E9B and VH-E9C for the new fleet.

These aircraft are separate from the Embraer E190s already seen flying extensively in QantasLink colours elsewhere in Australia. Those aircraft are owned and operated by Alliance Airlines under a wet-lease agreement.

The new Perth-based E190s will instead be operated by Network Aviation, the Qantas Group subsidiary responsible for an extensive network of scheduled and resources-sector charter services in Western Australia.

VH-E9A is expected to enter commercial service in January 2027, subject to regulatory approval.

From KLM Cityhopper to QantasLink

The aircraft was previously PH-EZC with KLM Cityhopper.

VH-E9A is Embraer E190-100LR MSN 19000250, a 2009-built aircraft which spent virtually its entire previous career flying with KLM Cityhopper.

It was originally delivered as PH-EZC in February 2009 and became part of the large E-Jet fleet operating KLM’s short-haul and regional network from Amsterdam Schiphol.

The aircraft’s final commercial flight for KLM Cityhopper was reportedly on 13 February 2026, operating KL1082 from Bristol to Amsterdam. It was subsequently withdrawn and stored, initially at Warsaw before being moved to Norwich in May ahead of its conversion and repainting for QantasLink.

It was placed on the Australian register as VH-E9A in May.

The aircraft will carry the name Exmouth, continuing Network Aviation’s tradition of naming its aircraft after destinations in Western Australia.

A New Look Inside

Before carrying passengers, the incoming E190s will receive refreshed interiors.

Each will be configured with 100 seats and fitted with onboard Wi-Fi, allowing passengers to stream entertainment to their own devices through the Qantas Entertainment App.

The aircraft will also gain new seats featuring adjustable headrests, USB-A and USB-C charging and personal device holders.

Another new feature will be Qantas Economy Plus, offering additional legroom as well as priority boarding and priority access to overhead baggage space.

For Network Aviation passengers – many of whom regularly travel on fly-in, fly-out services serving Western Australia’s mining and resources industries – it should represent a noticeable improvement over the aircraft the E190 is replacing.

Goodbye to the Fokker 100

VH-NPU with QantasLink, previously N with American Airlines. Photo (c) Luke McConville

The arrival also signals another step towards the disappearance of the Fokker 100 from Australian skies.

The type has enjoyed an extraordinarily long career in Australia, particularly in Western Australia where it proved ideally suited to regional and resources-sector operations.

The first Fokker 100 entered Network Aviation’s fleet in 2008, with the airline becoming part of the Qantas Group in 2011.

Today the Fokkers still operate around 120 charter and passenger services each week, serving more than 25 destinations around regional Western Australia.

However, the aircraft are now ageing. Some examples in the Network Aviation fleet are more than 30 years old, and Qantas has been working towards their gradual retirement.

The arrival of Airbus A320s transferred into Network Aviation has already helped the process, while the E190s will provide a much closer replacement for the Fokker in terms of capacity.

The Fokker 100 typically accommodates around 100 passengers – almost exactly the capacity planned for the incoming E190s.

Qantas says the Embraers will offer better fuel efficiency and reliability, lower noise levels and greater range, potentially opening up new opportunities for the Western Australian network.

The aircraft, Boeing 767-33A(ER)(BDSF) N1997A, was being operated by US cargo airline 21 Air on behalf of Amazon’s Prime Air network as Flight 7598 from San Juan, Puerto Rico, to Miami on Sunday, 6 September.

It landed on Miami’s Runway 30 at around 1.53pm local time, but failed to stop before reaching the end of the runway.

The 767 continued beyond the airport boundary at considerable speed, crossed a road and struck a number of vehicles before finally coming to rest near a parking area, where a significant fire broke out.

At least five people have been killed and five others injured, three critically, according to authorities. The accident is now being investigated by the National Transportation Safety Board (NTSB).

What Happened to the Amazon Air 767?

The aircraft had departed Luis Muñoz Marín International Airport in San Juan at 11.42am local time for the flight to Miami.

According to Flightradar24 data, the flight lasted around two hours and 11 minutes, with the aircraft approaching Miami from the southeast before lining up with Runway 30.

The FAA has confirmed that Flight 7598 overran the runway after landing at approximately 2pm.

However, videos which have since emerged appear to provide much more detail about the aircraft’s final moments.

Footage filmed alongside the runway shows the 767 apparently having difficulty settling firmly onto the runway during the landing.

At one stage, the aircraft appears to be in an unusual attitude, with the nose gear seemingly contacting the runway while the main landing gear is either airborne or making only intermittent contact.

Other footage appears to show the aircraft spending a significant amount of time travelling along or just above the runway before it finally settles. Former US Department of Transportation Inspector General and pilot Mary Schiavo told the Associated Press that video appeared to show the aircraft “floating” along the runway for an extended period.

Exactly what was happening during these moments is not yet known, and the videos alone cannot establish the cause of the accident.

What is clear, however, is that the aircraft was still travelling extremely quickly as it approached the end of the runway.

112 Knots at the End of the Runway

Five people killed and several others injured in the Amazon Prime Air 767 accident at Miami Airport, authorities have said.

“At least five people have lost their lives, and five others are injured,” Miami-Dade County Mayor Daniella Levine Cava said at a news conference on… pic.twitter.com/0whiiT8OKP

— Breaking Aviation News & Videos (@aviationbrk) September 7, 2026

Data collected by Flightradar24 shows N1997A travelling at around 112 knots – 129mph (207km/h) – as it left the usable runway area.

The final ADS-B speed received from the aircraft was still 69 knots.

That helps explain the severity of what followed.

Rather than simply rolling a short distance into the runway overrun area, the 767 continued through the airport perimeter, crossed NW 67th Avenue and struck several vehicles before eventually coming to rest around 1,500ft (460m) beyond the runway end, according to estimates reported by Air Data News.

Videos taken immediately afterwards show flames around the right wing and engine area, followed by a large plume of black smoke.

Miami-Dade Fire Rescue mounted a huge response, involving more than 60 units and around 200 personnel. Firefighters tackled the aircraft fire while rescue crews worked to reach people trapped both inside the aircraft and in vehicles struck during the overrun.

The Boeing 767 itself appears to have remained largely intact, although photographs show extensive fire and impact damage.

Thunderstorms and Strong Winds at Miami

One of the most important areas investigators will undoubtedly examine is the weather.

Conditions around Miami were unsettled at the time, with thunderstorms in the vicinity and strong, gusting winds.

The METAR current at the time of the accident reported winds from 190 degrees at 17 knots, gusting to 26 knots. It also recorded a thunderstorm at the airport, cumulonimbus clouds at 2,000ft and a recent wind shift.

Runway 30 is orientated approximately towards 300 degrees, meaning the reported wind was coming from well behind the aircraft’s left side rather than providing a conventional headwind.

On those reported figures, there would have been both a substantial crosswind component and a smaller tailwind component. Gusts and rapidly changing wind associated with thunderstorms could also mean that the conditions experienced by the aircraft differed from the headline METAR figures.

Videos of the approach and landing appear to show the aircraft having difficulty settling onto the runway, something which has prompted considerable discussion among pilots and aviation observers about whether a tailwind or changing wind conditions may have played a part.

That remains speculation at this stage.

It is important to emphasise that investigators have not determined that weather or a tailwind caused the accident. There could be many other factors involved, including touchdown position, aircraft configuration, braking, spoilers, thrust reversers, runway condition or a technical problem.

Did the 767 Land Too Far Down the Runway?

Another obvious question raised by the footage is where the aircraft actually touched down.

Landing with a tailwind increases an aircraft’s groundspeed for a given airspeed, while floating above the runway consumes valuable stopping distance. If an aircraft touches down significantly beyond the normal touchdown zone, the remaining runway available for braking can quickly become insufficient.

The Associated Press reports that investigators are expected to examine whether the aircraft landed too far down Runway 30. Aviation experts commenting on the accident have also noted that a go-around would normally be expected if a safe landing cannot be assured within the appropriate touchdown area.

The remarkable 112-knot groundspeed recorded as the 767 left the runway will therefore be an important piece of evidence.

Investigators will need to establish precisely where the main landing gear first made sustained contact with the runway and when the spoilers, wheel brakes and thrust reversers were deployed.

They will also examine whether those systems operated normally.

The Aircraft Involved – N1997A

The aircraft involved was Boeing 767-33A(ER) N1997A, a 32-year-old aircraft which had been converted from passenger to cargo configuration.

It was powered by General Electric CF6-80C2 engines and was operated by 21 Air, a North Carolina-based cargo airline flying the aircraft on behalf of Amazon.

Built in 1994, the aircraft spent more than two decades in passenger service before being converted into a freighter in 2015.

It had more recently joined 21 Air and was operating in Amazon Prime Air colours as part of the retailer’s extensive US air freight network.

Amazon does not itself operate most of the aircraft carrying its colours. Instead, aircraft are flown by contracted cargo airlines, with 21 Air being one of the operators providing services for the Amazon network.

Five People Killed

Miami-Dade authorities have confirmed that at least five people were killed in the accident, while another five were injured. Three of those injured were initially reported to be in critical condition.

The aircraft crossed a road beyond the airport boundary and collided with several vehicles, making this much more than a conventional runway excursion.

Emergency crews also had to deal with a fuel leak following the accident.

Miami International Airport was temporarily closed following the crash, causing widespread disruption, cancellations and diversions. Operations subsequently began resuming later on Sunday.

Investigation Now Underway

The FAA and NTSB are investigating, with an NTSB team dispatched to Miami.

Investigators will have a considerable amount of evidence available.

Alongside the aircraft’s flight data recorder and cockpit voice recorder, there is ADS-B tracking information, air traffic control recordings, airport surveillance footage and an unusually large amount of clear video showing portions of the landing and overrun.

Among the key questions will be the aircraft’s touchdown point and speed, the wind actually experienced during the final approach and landing, whether the approach met stabilised-approach criteria, and whether the aircraft’s spoilers, brakes and thrust reversers operated correctly.

The condition of Runway 30 and the available braking action are also likely to be examined.

For now, the dramatic footage should be treated as evidence of what happened, rather than proof of why it happened.

It appears to show a Boeing 767 struggling to settle onto the runway before travelling a considerable distance and ultimately leaving the runway at very high speed. Combined with the thunderstorms, gusting winds and possible tailwind component, there are already several obvious avenues for investigators to examine.

But determining which of those factors – if any – actually caused the accident will have to wait for evidence from the aircraft and the NTSB investigation.

Aircraft serial number 2317 took off from Bembridge Airport on 3 September 2026, beginning a flight test programme ahead of its eventual delivery to the Falkland Islands.

It was an appropriate location for the milestone. The aircraft departed from the same airfield where the prototype Islander first flew more than 60 years ago – and just a few hundred metres from where Britten-Norman itself was founded.

For a type which has become something of an aviation legend, the flight represents an important new chapter.

Islander Production Comes Home

The significance of this particular Islander is not necessarily obvious from looking at it.

New Islanders have continued to emerge from Britten-Norman’s facilities over the years. But serial 2317 is different because its airframe has been assembled at Bembridge from individual components, rather than arriving in the UK as major assemblies manufactured overseas.

For much of the Islander’s history, its airframes were produced outside Britain.

Subcontracted production in Romania began in 1968, with airframes being brought to the Isle of Wight for completion, customisation and certification. From 2009, the arrangement changed to major sub-assemblies being transported to Bembridge for completion.

Britten-Norman announced plans to repatriate manufacturing to the Isle of Wight in 2023, investing in new tooling, facilities and staff to establish a complete production line at Bembridge.

Serial 2317 is the first proof that the new system works.

It was rolled out of the factory around five weeks before its first flight, before entering ground testing and ultimately taking to the air with Britten-Norman’s flight test crew.

The flight was watched by many of the people who had built the aircraft.

Among them was fitter Pete Dowers, who has worked at Bembridge for almost 50 years. Remarkably, serial 2317 was the 500th aircraft he had worked on during his career.

Where Is the New Islander Going?

The new aircraft won’t be remaining in Britain.

Following its first flight, serial 2317 will undergo further testing at Bembridge, including evaluation of its performance, handling and the short take-off and landing capabilities for which the Islander has become famous.

Once the programme has been completed, the aircraft will be prepared for delivery to the Falkland Islands Government Air Service (FIGAS).

Few destinations could be better suited to an Islander.

FIGAS uses its aircraft to connect the scattered settlements of the Falkland Islands, operating from small airstrips where the Islander’s rugged construction and excellent short-field performance come into their own.

The new aircraft will join other Islanders already performing this vital role.

And production won’t stop with serial 2317. A second aircraft is already progressing along the new Bembridge line, while components for further examples have been ordered.

The Islander Story Began 60 Years Ago

The fact that new Islanders are still being built at all is remarkable when you consider the aircraft’s age.

The prototype BN-2 Islander first flew from Bembridge on 13 June 1965, the creation of aircraft designers John Britten and Desmond Norman.

Their idea was relatively simple: produce a rugged, economical aircraft capable of carrying passengers or freight into places where conventional airliners simply couldn’t go.

The resulting aircraft was not sleek, fast or particularly glamorous.

Instead, the Islander was boxy and functional, with a high wing, fixed undercarriage and two piston engines mounted unusually close to the fuselage.

But that simplicity was exactly the point.

The Islander could carry up to nine passengers, operate from short and sometimes unprepared airstrips and be maintained in some of the most remote parts of the world.

It proved to be an extraordinarily useful combination.

More than 1,250 Islanders have now been built, serving customers in over 100 countries across six continents and accumulating around 20 million flight hours.

An Aircraft Built for Difficult Places

The Islander has become synonymous with the sort of flying that larger aircraft simply cannot perform.

It has carried passengers between tiny islands, transported supplies to remote communities and operated from grass, gravel and rough airstrips around the world.

You can find Islanders flying in the Caribbean and Pacific, across Africa, South America and Asia, and in some of the most isolated communities imaginable.

Closer to home, the type has become particularly associated with island flying around the British Isles.

For generations of aviation enthusiasts, the Islander is also inseparable from the spectacular operations at Barra Airport in Scotland, where scheduled aircraft land directly on the beach.

Loganair has used Islanders extensively on its Scottish island network, including services in Orkney where sectors between neighbouring islands can take only a couple of minutes.

Why Has the Islander Survived So Long?

Perhaps the greatest compliment that can be paid to the Islander is that, six decades after its first flight, nobody has completely replaced it.

There are faster aircraft. There are more modern aircraft. And there are certainly more comfortable aircraft.

But few combine the Islander’s capacity, twin-engine configuration, short-field capability, straightforward construction and versatility in quite the same way.

A current piston-powered BN2B-26, for example, can have a take-off ground roll of just 621ft (189m), according to Britten-Norman’s published figures.

That helps explain why operators continue to use Islanders in places where aviation is not simply a convenient way to travel, but a lifeline.

The aircraft connects islands, isolated settlements and communities where building a large airport would be impractical or impossible.

As Germany’s principal international hub and the home of Lufthansa, Frankfurt Airport (FRA) offers a constant stream of aircraft ranging from short-haul regional jets to Airbus A380s, Boeing 747s and long-haul airliners from across the world.

There’s plenty of cargo traffic too, along with business jets and occasional unusual visitors. For enthusiasts travelling from elsewhere in Europe, Frankfurt is also relatively easy to reach by air, road and rail.

Best of all, Frankfurt is a particularly spotter-friendly airport, with several official viewing locations provided around its perimeter.

There have been some big changes at the airport recently, however, including the opening of the new Terminal 3 and closure of the popular Terminal 2 viewing terrace.

So, if you’re planning a plane spotting trip to Frankfurt, here are our top tips and the best places to go.

What Will You See at Frankfurt Airport?

The rest of the airport is visible at a distance.

Frankfurt is one of the main hubs of the Lufthansa Group, so naturally its aircraft dominate the movements.

For many enthusiasts, one of the biggest attractions is the chance to see Lufthansa’s Boeing 747s in large numbers. Frankfurt is one of the few places in the world where seeing several passenger Boeing 747s during a spotting session is still perfectly normal.

You’ll also see plenty of Lufthansa Airbus A320-family aircraft, A330s, A340s and Boeing 787 Dreamliners, alongside regional aircraft and other group carriers.

Then there’s the international traffic. Frankfurt has links across Europe and to destinations throughout North and South America, Africa, Asia and the Middle East. On a typical day you’ll see a good selection of widebody aircraft from major international airlines, while the airport also receives significant freighter traffic.

Condor is another airline you’ll see regularly, with its distinctive striped Airbus aircraft particularly hard to miss.

The result is an airport where you can spend an entire day spotting and still enjoy plenty of variety.

1. Autobahn / Zeppelinheim Viewing Platform

For photography, this is arguably one of the best all-round spotting locations at Frankfurt.

Situated at the eastern end of the airport alongside the A5 Autobahn, the official raised viewing platform is particularly useful when aircraft are approaching from the east to land on runways 25C and 25L.

The platform raises you above the perimeter fence and gives excellent views of aircraft on final approach, with a 200-300mm zoom lens suitable for most photography.

You’ll also see aircraft using the nearby taxiways, while other movements around the airport can be logged with binoculars.

How to Get There

One of the great advantages of this location is that you don’t necessarily need a car.

From the airport, follow the perimeter footpath east from the Terminal 2 area along Hugo-Eckener-Ring and towards the Autobahn. The walk takes around 20 minutes.

Alternatively, take the S-Bahn to Zeppelinheim station and walk through the forest towards the airport.

If driving, leave the A5 at Zeppelinheim and use the parking area in the forest before walking towards the viewing platform.

Don’t Miss the Berlin Airlift Memorial

While you’re in this area, it’s worth taking the short walk to the Berlin Airlift Memorial.

This commemorates the aircraft and crews involved in supplying West Berlin during the Berlin Blockade of 1948-49.

Two historic aircraft are preserved here – a Douglas C-47 and Douglas C-54 – making them useful additions to your aircraft log as well as providing an interesting aviation history diversion during your visit.

The memorial is also recognised by Frankfurt Airport as one of its official aircraft viewing areas.

2. Runway 18 West Viewing Area

The Runway 18 platform is elevated above the fence.

Another excellent official spotting location can be found alongside Frankfurt’s distinctive Runway 18 West.

Unlike Frankfurt’s parallel runways, Runway 18 is only used for departures, towards the south.

The viewing area is elevated above the fence, giving photographers a good view of aircraft departing from the runway.

You can also see aircraft approaching runways 07C and 07R when the airport is operating in the opposite direction, while some movements on the taxiways and cargo ramps can be logged from here.

It’s therefore a particularly good place for getting close to heavy aircraft as they depart.

There is no shelter, food or toilet facilities at the location, so come prepared if you’re planning to spend several hours here.

How to Get There

By car, head west along Airportring, initially following signs towards Lufthansa Cargo.

Continue around the western side of the airport until you reach the parking area close to the viewing platform. Frankfurt Airport currently advises that parking is available around 100 metres away on Airportring/Okrifteler Straße.

It is possible to walk from the terminals, but allow around an hour.

If you don’t have a car, taking a taxi or Uber to the viewing area is a much easier option.

3. Runway 07L/25R – Landing Site North-West

The raised platform has seats, and a good view of the new runway.

Frankfurt’s fourth runway, 07L/25R, opened in 2011 and sits to the north-west of the main airport complex.

Importantly for spotters, it is used for landings rather than departures.

An official viewing platform – known by the airport as Landing Site North-West – sits alongside the runway and provides elevated views over the fence.

This is a great photography location because arriving aircraft can pass very close to the viewing area after landing, particularly when Runway 25R is in use.

The platform itself is raised above the fence and has seating. There’s no shelter or refreshments, however, so bring whatever you need with you.

How to Get There

From the airport, drive west along Airportring towards Kelsterbach/Rüsselsheim.

After passing beneath the taxiway bridge, turn onto Okrifteler Straße and follow signs towards the parking area.

Frankfurt Airport says parking is available directly alongside the viewing location.

Walking from the terminal area is also possible, although allow roughly 30 minutes.

What About the Terminal 2 Visitors’ Terrace?

This is an important change for anyone who has visited Frankfurt for spotting in the past.

The Terminal 2 Visitors’ Terrace is currently closed.

For years this was the easiest spotting location at Frankfurt. You simply headed upstairs in Terminal 2 and emerged onto a large outdoor terrace overlooking the apron and parallel runways.

However, Terminal 2 was taken out of passenger operation on 9 June 2026 for a major €1.5 billion refurbishment programme. The airlines previously using it have moved to the new Terminal 3.

As a result, the Terminal 2 viewing terrace is no longer accessible.

This isn’t expected to be a short closure either. Fraport says Terminal 2’s main construction work is scheduled to begin in 2030, with the terminal not expected to reopen until the mid-2030s. So, for the foreseeable future, don’t plan a Frankfurt spotting trip around using the Terminal 2 terrace.

The good news is that the outdoor viewing locations around the airport remain excellent alternatives.

4. Take an Airport Tour

If you want to get closer to the action, consider taking one of Frankfurt Airport’s official airport tours.

These take visitors by bus onto the airport and around the apron areas, offering a very different perspective on the aircraft and operations.

For an enthusiast, it’s also a great opportunity to see aircraft parked in areas that are difficult or impossible to view properly from the public perimeter.

Tours currently depart from Terminal 1, Area C, Level 2, where you’ll find the FRA Airport Tours & Shop.

Different tours and experiences are offered, so it’s worth checking what is available and booking ahead of your visit.

Frankfurt Airport Tours information

5. Visit the Fraport Visitors’ Center

With the Terminal 2 terrace closed, another option is Frankfurt Airport’s Visitors’ Center.

Situated in Terminal 1, Area C, Level 2, the centre is currently open daily from 10am until 6pm.

It isn’t really a replacement for spending hours photographing aircraft beside the runway, but it’s worth visiting if you have an interest in how the airport works.

There are interactive displays covering airport operations, including apron control and marshalling, as well as a large scale model of Frankfurt Airport. It can be particularly useful as something to do if the weather turns against you during a spotting trip.

6. Check Which Runways Are in Use

Frankfurt is a big airport, and no single spotting location will show you everything.

The airport’s four-runway layout means arrivals and departures can be spread across different parts of the airfield.

Runways 07C/25C and 07R/25L form the main parallel pair, while 07L/25R to the north-west is used for arrivals. Runway 18 West is normally used for departures towards the south.

Therefore, the best spotting location can change according to the runway configuration and what you’re hoping to photograph.

If arrivals are coming from the east on the 25s, the Autobahn/Zeppelinheim location is excellent.

If you want to photograph departures from Runway 18, head for the western viewing area.

And if you want close views of arrivals using 07L/25R, the north-west viewing platform is the place to be.

Checking flight tracking apps and the wind direction before setting off can save you a lot of unnecessary walking!

7. Don’t Try to Cover Everything From One Spot

If your aim is to log registrations rather than simply photograph aircraft, Frankfurt can be challenging.

The sheer size of the airport means aircraft can disappear behind terminals and other buildings, and movements may be taking place simultaneously on widely separated runways.

A good strategy is to move between locations during the day. For example, you might spend the morning at the north-west runway, move to Runway 18 for departures, and then head towards Zeppelinheim when the light becomes more favourable.

A car makes this much easier, but Frankfurt’s public transport network, walking routes and taxis mean it is still possible to have a productive spotting trip without one.

Frankfurt Is Still One of Europe’s Best Spotting Airports

Frankfurt’s new Terminal 3. Photo: Fraport AG

The closure of the Terminal 2 terrace is certainly a loss. For many years it was one of the easiest places in Europe to spend a few hours watching aircraft at a major international hub.

Thankfully, Frankfurt remains extremely welcoming to aircraft enthusiasts. The airport operator continues to maintain official viewing locations around the perimeter, including the Runway 18 West, north-west runway and Berlin Airlift Memorial areas.

Combine those facilities with the huge number of movements, Lufthansa’s long-haul fleet, Boeing 747s, international airlines, cargo traffic and excellent transport connections, and Frankfurt should remain high on the list for any European plane spotting trip.

Discover Hundreds More Plane Spotting Locations

Planning a spotting trip to Frankfurt – or somewhere further afield?

Our World Airport Spotting Guides book is designed to help you find the best places to watch, log and photograph aircraft wherever your travels take you.

It includes plane spotting tips and locations at hundreds of airports across 50 countries, helping you discover where to go, what you can see and how to make the most of your visit.

From major hubs such as Frankfurt, Amsterdam, London Heathrow and Los Angeles to airports you may never previously have considered visiting, it’s an invaluable companion for planning your next spotting adventure.

Get your copy of World Airport Spotting Guides and start planning where your plane spotting hobby will take you next.

The landmark aircraft is an Embraer E195-E2, delivered to Brazilian carrier Azul Linhas Aéreas on 2 September 2026.

It places the E-Jet among the world’s three most successful commercial jet programmes, according to Embraer, and comes more than two decades after the first aircraft in the family entered airline service.

2,000th E-Jet Goes to Azul

The milestone aircraft was handed over at Embraer’s facilities in Brazil and is particularly significant for its new operator.

Azul is one of the world’s largest Embraer E-Jet operators and has flown more than 140 E-Jets since beginning operations in 2008.

In fact, Azul’s very first flight, on 15 December 2008, was operated by an Embraer E190 registered PR-AZL.

The airline later became the launch operator of the next-generation E195-E2, receiving the first example in 2019.

Appropriately, the 2,000th E-Jet also becomes Azul’s 50th E2 aircraft. It has the registration PS-ADQ.

John Rodgerson, CEO of Azul, said the E-Jet family had played a “fundamental role” in the airline’s development, allowing it to expand connectivity across Brazil and develop new markets.

More Than Two Decades of Embraer E-Jets

The original E-Jet family emerged around the turn of the century as Embraer sought to move beyond the smaller regional aircraft for which it had become known.

The result was a new family comprising the E170, E175, E190 and E195.

The first E-Jets entered airline service in 2004, offering airlines an aircraft positioned between traditional regional jets and larger Boeing 737 and Airbus A320-family aircraft.

It proved to be a particularly successful formula. E-Jets have since been operated by more than 90 airlines across over 60 countries, accumulating approximately 48 million flight hours and carrying more than 2.85 billion passengers.

The E2 Takes the Family Forward

Embraer subsequently developed the second-generation E-Jet E2 family, bringing new engines, aerodynamic improvements and other changes designed to reduce fuel consumption, emissions and operating costs.

Two versions are currently in airline service: the E190-E2 and larger E195-E2.

The latter has proved particularly important in allowing Embraer to compete beyond the traditional regional jet market and further into the small narrowbody sector.

The E195-E2 is now operated by airlines including Azul, Porter Airlines, KLM Cityhopper, Binter Canarias and Air Peace, among others, while further customers will introduce the type as deliveries continue.

Meanwhile, the original-generation E175 remains particularly successful in the United States, where large fleets are flown by regional carriers on behalf of American Airlines, Delta Air Lines and United Airlines.

One of the World’s Most Successful Airliner Families

Reaching 2,000 deliveries puts the scale of the E-Jet programme into perspective.

Embraer describes it as one of the world’s three most successful commercial jet families, and its longevity is particularly impressive given that the manufacturer has historically competed against much larger Airbus and Boeing.

“The delivery of the 2,000th E-Jet is an extraordinary milestone for Embraer and for the global aviation transport industry,” said Arjan Meijer, President and CEO of Embraer Commercial Aviation.

Today, Embraer’s commercial family spans aircraft capable of carrying up to around 150 passengers, while orders continue to arrive for the E175, E190-E2 and E195-E2.

The airline’s first Airbus A350-900 has now appeared in full KLM colours at the Airbus factory in Toulouse, where it is undergoing the final stages of testing and preparation ahead of delivery.

The aircraft will eventually carry the registration PH-ZNA, and represents the beginning of a major renewal of KLM’s long-haul fleet.

For plane spotters, the arrival of the A350 will also introduce a new type to the familiar line-up of blue KLM widebodies at Amsterdam Schiphol – and we now have a much clearer idea of where the aircraft will be flying.

KLM’s First A350

KLM’s first Airbus A350-900 is Airbus manufacturer serial number 809, which has used the test registration F-WZNM during production.

Following final assembly at Toulouse, the aircraft received KLM’s distinctive blue and white colour scheme and is now progressing through the testing and acceptance process before being handed over.

The aircraft has also been given the name The Night Watch (De Nachtwacht) after Rembrandt’s famous painting. KLM has chosen famous Dutch works of art as the naming theme for its new A350 fleet.

Before an aircraft like this can be delivered, it must complete a programme of ground and flight testing. This typically includes engine runs, taxi and braking tests, systems checks and production test flights.

KLM and Airbus will also carry out acceptance procedures before ownership of the aircraft is formally transferred and PH-ZNA makes its delivery flight to Amsterdam.

Once at Schiphol, however, it will not simply begin normal long-haul services immediately.

Introducing an entirely new aircraft type involves extensive preparation. Pilots and cabin crew need to complete training and familiarisation, while engineers and ground staff need procedures, tooling and experience with the new type.

Operational proving and familiarisation flying may also take place as KLM gradually builds experience with the aircraft.

When Will KLM’s A350 Enter Service?

KLM’s A350 at Toulouse. Photo: Clement Alloing

KLM had originally expected the A350 to begin passenger operations in September, with Toronto selected as the first destination.

That has now slipped slightly.

According to the latest published schedule, the first commercial A350 flight is planned for 9 October 2026, operating from Amsterdam Schiphol to Toronto Pearson.

The A350 is currently scheduled to operate the KL691/692 rotation five times per week. The frequency should increase as more aircraft become available.

As always with the introduction of a new aircraft type, schedules remain subject to change while deliveries and operational preparations are completed.

Where Will KLM Fly the Airbus A350?

Toronto is only the beginning. KLM has already filed A350 operations across a growing selection of long-haul routes during the 2026/27 winter season.

Current plans include:

• Toronto Pearson – from 9 October 2026, initially five times weekly
• Montreal – from 30 November 2026, initially three times weekly
• Kilimanjaro – Dar es Salaam – from 1 December 2026 on selected services
• Zanzibar – Dar es Salaam – from 6 December 2026 on selected services
• Nairobi – from 5 January 2027 on selected services

The A350 is therefore set to become particularly visible on KLM’s African network alongside its initial Canadian flying.

As additional aircraft arrive, the number of A350 flights should increase. Toronto, for example, was scheduled to increase to six weekly A350 services from January 2027 and daily operation from March, although these plans could still be adjusted.

How Many Airbus A350s Will KLM Have?

The A350 is part of a much larger fleet renewal programme across the Air France-KLM Group.

Air France-KLM placed an order for 50 Airbus A350-900 and A350-1000 aircraft, together with purchase rights for another 40 aircraft. Deliveries across the group are planned through the end of the decade.

Of those firm orders, 22 A350s are currently expected to be allocated to KLM, with the remainder going to Air France.

The new aircraft will gradually replace some of the oldest types in KLM’s intercontinental fleet, including its remaining Airbus A330-200s and A330-300s, as well as Boeing 777-200ERs.

KLM says the A350 uses around 25% less fuel than the Boeing 777-200ER and has a noise footprint around 40% smaller.

Alongside the passenger aircraft, the wider fleet programme will also see the Airbus A350F freighter introduced, replacing older Boeing 747 freighters used in KLM/Martinair cargo operations.

Domestic Airlines is Algeria’s newest airline brand, created as a wholly owned subsidiary of national carrier Air Algérie and tasked with developing the country’s extensive domestic air network.

But this isn’t an airline which has been built entirely from scratch.

Behind the new name is the former Tassili Airlines, whose Boeing 737s and Dash 8 turboprops have been transferred into the new operation. Now, a fleet of brand-new ATR 72-600s is also beginning to arrive.

So, who exactly is Domestic Airlines, where does it fly, and what aircraft can you expect to see?

From Tassili Airlines to Domestic Airlines

Anna Zvereva from Tallinn, Estonia, CC BY-SA 2.0 <https://creativecommons.org/licenses/by-sa/2.0>, via Wikimedia Commons

The story of Domestic Airlines really begins with Tassili Airlines.

Tassili was established in 1998 and originally concentrated heavily on flights supporting Algeria’s important oil and gas industry. It was owned by state energy company Sonatrach and developed a fleet capable of operating both scheduled passenger flights and specialist charter services.

That changed dramatically in 2025. As part of a wider restructuring of Algeria’s aviation industry, ownership of Tassili Airlines was transferred from Sonatrach to Air Algérie in June 2025.

Air Algérie then unveiled the identity of its new subsidiary, Domestic Airlines, on 3 July.

The intention was straightforward: Domestic Airlines would concentrate on connecting destinations within Algeria, while Air Algérie could increasingly focus its mainline resources on developing its international network.

The new carrier commenced operations in August 2025, with its inaugural service linking Algiers with Tamanrasset, around 1,600km away in southern Algeria.

It therefore isn’t simply another competitor to Air Algérie. Domestic Airlines is effectively the group’s dedicated domestic and regional airline.

Why Does Algeria Need a Domestic Airline?

Look at a map of Algeria and the reasoning becomes obvious.

It is the largest country in Africa by land area, stretching from the Mediterranean coast deep into the Sahara.

Distances between communities can be enormous, particularly when travelling between the populated northern part of the country and isolated settlements in the south. Air transport therefore has an important role beyond simply providing convenient travel.

Domestic Airlines is intended to improve connectivity between these communities, including destinations where passenger numbers may not justify larger jet aircraft.

Air Algérie has specifically highlighted southern Algeria as a priority for the new operation. This is also why turboprops will play such an important role in the airline’s future.

Where Does Domestic Airlines Fly?

The airline’s principal base is Algiers Houari Boumediene International Airport (ALG), although its network is much more extensive than a simple collection of routes radiating from the capital.

Domestic Airlines serves around 20 destinations across Algeria.

These include:

• Algiers
• Adrar
• Annaba
• Béchar
• Bordj Badji Mokhtar
• Constantine
• Djanet
• El Golea
• El Oued
• Hassi Messaoud
• Illizi
• In Amenas
• In Salah
• Oran
• Ouargla
• Tamanrasset
• Tiaret
• Touggourt
• Timimoun
• Tindouf

Many are precisely the kind of remote destinations for which the airline has been created.

There are also services which don’t involve Algiers.

In February 2026, for example, Domestic Airlines introduced new connections linking Algiers, Constantine and Timimoun, strengthening links between northern Algeria and the Sahara.

Recent aircraft movements show Dash 8s operating routes such as Algiers–In Salah–Tamanrasset, Algiers–Annaba, Annaba–El Oued and Constantine–Touggourt.

This gives Domestic Airlines an unusual network from an enthusiast’s perspective, with its aircraft appearing at numerous smaller Algerian airports which see relatively little international traffic.

What Aircraft Does Domestic Airlines Fly?

The airline inherited the fleet previously operated by Tassili Airlines.

This created an interesting mixture of jets and turboprops.

The fleet comprises three main types:

Boeing 737-800

Seven Boeing 737-800s were inherited from Tassili Airlines. These are the largest aircraft in the Domestic Airlines fleet and are particularly useful on busier and longer domestic sectors.

De Havilland Canada Dash 8-Q400

Four Dash 8-Q400s provide a smaller and more economical option for regional flying. The Q400’s combination of speed and turboprop economics makes it particularly well suited to Domestic Airlines’ network.

De Havilland Canada Dash 8-Q200

The smallest aircraft are four Dash 8-Q200s. With only around 37 seats, these increasingly rare turboprops are particularly interesting from an aviation enthusiast’s perspective.

The Dash 8-200 has largely disappeared from scheduled airline fleets in many parts of the world, yet Domestic Airlines continues to use the type to link some of Algeria’s thinner and more remote destinations.

Recent 2026 flying has included Q200 operations through Adrar, Bordj Badji Mokhtar, Tiaret, Timimoun and Constantine.

That makes Domestic Airlines an increasingly interesting carrier for anyone interested in regional and commuter aircraft.

16 New ATR 72-600s Are Coming

At the same time as Domestic Airlines was unveiled in July 2025, Air Algérie announced a major order for 16 new ATR 72-600 turboprops specifically for the new subsidiary.

It is the largest ATR order ever placed by an African operator.

The aircraft will seat 72 passengers and feature the latest-generation Pratt & Whitney Canada PW127XT engines.

Deliveries are scheduled between 2026 and 2028.

The first new ATR 72-600 was delivered in July 2026, with the aircraft named Tassili – an appropriate nod to the airline from which Domestic Airlines emerged. Algerian authorities reported the aircraft with 73 seats, while ATR’s standard specification for the order describes a 72-seat configuration.

The aircraft are particularly important to the airline’s plans for southern Algeria. Their economics make them well suited to routes which don’t need a Boeing 737, while their regional capabilities allow the airline to maintain links between relatively small communities.

As more arrive, the ATR 72-600 is likely to become one of the defining aircraft of Domestic Airlines.

What Will Happen to the Dash 8s?

Domestic Airlines currently operates eight Dash 8s across the -200 and -400 variants, and the new ATRs cover much of the same regional-aircraft territory.

No definitive retirement timetable for the Dash 8s has been announced. However, with 16 brand-new ATRs arriving by 2028, it seems reasonable to expect the airline’s turboprop fleet to change substantially over the next few years.

For enthusiasts, that makes the Dash 8-Q200s particularly worth seeking out while they remain active.

What Does the Domestic Airlines Livery Look Like?

Domestic Airlines, née sur les bases de Tassili Airlines, quitte très rarement le ciel algérien. Comme son nom l’indique, son activité reste quasi exclusivement dédiée au réseau intérieur.

Pourtant, ce 21 août 2026, l’aéroport de Nice a eu droit à une belle exception lors… pic.twitter.com/C3byDaNV8t

— Gate7 (@Gate7aviation) August 23, 2026

One of the easiest ways to distinguish Domestic Airlines from its parent is its new colour scheme.

Air Algérie is traditionally associated with red and white.

Domestic Airlines retains a strong visual connection to the national carrier but complements the red swipe with green.

The aircraft have predominantly white fuselages with large green DOMESTIC AIRLINES titles, accompanied by Arabic script.

The tail carries a green interpretation of the familiar Air Algérie identity, while green detailing is also used elsewhere around the aircraft.

The overall result is modern and relatively simple, while making it immediately obvious that the aircraft belongs to the wider Air Algérie family.

The airline’s Boeing 737-800s and Dash 8s have recently been appearing in the new scheme as aircraft transition from their former Tassili Airlines identities. However, many aircraft are still wearing Tassili Airlines livery at the time of writing.

For plane spotters outside Algeria, seeing one will be much less common.

However, it isn’t impossible. In August 2026, Domestic Airlines Boeing 737-800 7T-VCD made a rare international appearance at Nice Airport in France, operating an Algiers–Nice–Algiers flight on behalf of Air Algérie.

The aircraft was wearing the full Domestic Airlines livery.

Domestic Airlines Fleet

As the transition progresses, the fleet can broadly be summarised as:

The fleet numbers will naturally change as the ATR deliveries continue and Air Algérie develops its plans for the older aircraft.

Therefore as an aviation enthusiast, it makes an excellent choice for spotting if you want to put sheer numbers of aircraft in your logbook or database.

Sadly, O’Hare does not have many great plane spotting locations. However, the Hilton Hotel located at the heart of the terminal complex more than makes up for this with excellent views across the airfield from many of its rooms.

We recently spent a couple of nights here.

Chicago O’Hare Hilton

The Hilton Hotel at Chicago O’Hare is located outside terminals 1, 2 and 3 in the central complex.

It is a 10-storey building with easy access via road and the Airport Transit System monorail which links the terminals, car parks and rental car facility.

This is a regular Hilton hotel (not a Hampton or DoubleTree), and as such offers the best quality the brand offers. However, as a result this makes it among the more expensive options.

Our two recent stays in mid-summer cost over $200 per night.

Airport Views

The hotel has excellent views of the action at Chicago O’Hare from many rooms.

For the best results, you’ll need a room on floors 8, 9 or 10. Floor 10 is usually reserved for Hilton Honors Gold Members, but is best for views and photography.

Rooms either face the southern or northern portions of the airport.

The southern area covers terminals 1, 2 and 3, the southern runways and cargo areas. It is generally busier, with more views of gates.

Views of the northern area

The northern area covers the maintenance areas, northern runways, executive parking and northern cargo area. Very few terminal gates are visible, however, parts of Terminal 5 are visible.

Most airliner movements seen in the northern portion of the airfield will typically be visible in the southern portion at some point, so we’d recommend choosing that side (even-numbered rooms).

If you do choose a south-facing room, you can always visit the windows at the ends of the corridors, as well as the windows next to the ice machines, for views of the northern area.

Spotting and Photography

Seeing aircraft registrations is easy with binoculars from the rooms, and many aircraft will be quite close as they head to and from their gates or runways.

Photography is also possible but, as with many hotels, windows are double-glazed which can affect the sharpness of photographs depending on the angle you use.

Our visit during the summer also posed a problem with heat haze on longer-distance photographs.

We used a 300mm zoom lens, which was enough for most shots.

Rooms and Amenities

The rooms at the Chicago O’Hare Hilton are modern and comfortable, with decent beds, bathrooms, and sitting areas by the windows.

There are plenty of charging points for both standard plugs and USB chargers. WiFi is available for guests.

As mentioned, this is not the cheapest hotel, and this is also reflected in the cost of food options. The restaurant and room-service options were plentiful, but came at a cost.

If you’d prefer something cheaper, there is a shop next to reception which sells snacks and drinks at more affordable costs.

Chicago skyline and Terminal 5 from the ice machine lobbies.

Overall this was a great hotel to try out and offered fantastic views of the action from the room.

Whilst O’Hare is extremely busy, movements were dominated by American Airlines and United Airlines aircraft, which can become repetitive after a day. So it’s not a hotel you would want to spend too many nights at if you want variation.

Chicago O’Hare Hilton
[Website]

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Swiss leisure airline Edelweiss Air has announced that it will deploy both its Airbus A340-300 and newer Airbus A350-900 aircraft on a number of short- and medium-haul routes from Zurich during the early part of its 2026/27 winter programme.

That creates the unusual prospect of flying a four-engined A340 on a journey of just a few hours – as well as sampling Edelweiss’s new A350 on a European leisure route.

Here are the routes to look out for.

Edelweiss A340s on European and Canary Islands Routes

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

Edelweiss normally uses its Airbus A320 family aircraft on routes around Europe and to destinations in North Africa and the Canary Islands.

However, additional demand during the autumn holiday period means some flights will receive a substantial capacity upgrade.

The most interesting substitutions are:

Zurich – Gran Canaria
Airbus A340-300
Fridays and Sundays from October until mid-November 2026

Zurich – Tenerife
Airbus A340-300
Mondays during October 2026

Zurich – Rhodes
Airbus A340-300
Saturdays during October 2026

Edelweiss has also added an extra Rhodes flight on 30 October, although enthusiasts should check the aircraft scheduled when booking.

The airline says the larger A340s are being deployed because of strong demand during the autumn holiday period.

Why the Edelweiss A340 Is Worth Seeking Out

The Airbus A340 has become a much less common sight around the world’s airports over the past decade.

Edelweiss currently has just three Airbus A340-300s, alongside four A350-900s in its long-haul fleet. Two further A350s are expected by the end of 2026.

The airline’s A340s are former SWISS aircraft and seat up to 314 passengers across Business, Economy Max and Economy.

For anyone trying to add an A340 flight to their logbook, these short-haul substitutions are therefore particularly attractive. Rather than committing to a flight from Switzerland to Africa, Asia or the Americas, you can experience the aircraft on a holiday route across Europe or to the Canary Islands.

The Zurich-Rhodes flights are arguably the most interesting of all, as they offer the chance to fly an A340 entirely within Europe.

Gran Canaria and Tenerife offer longer sectors, meanwhile, giving you several hours aboard the aircraft while still avoiding the cost and commitment of a genuine long-haul journey.

Fly the Edelweiss A350 to Crete

It’s not only the A340 getting some short-haul work.

Edelweiss will also deploy its Airbus A350-900 between Zurich and Heraklion in Crete.

Zurich – Heraklion
Airbus A350-900
Saturdays during the autumn period

These flights would normally be operated by an A320, but the airline is substituting the much larger A350 to provide additional capacity. Heraklion services themselves have also been extended until the beginning of December.

This represents another interesting opportunity for aircraft enthusiasts.

Edelweiss only introduced the A350 into its fleet in 2025, becoming the first Swiss airline to operate the type. It currently has four examples, with the fleet due to grow to six by the end of 2026.

The aircraft are progressively replacing the ageing A340s and will form the backbone of the airline’s future long-haul fleet.

So if you’re keen to log both generations, this autumn could offer a particularly good opportunity.

What About Mallorca?

Edelweiss has also confirmed that it will provide additional capacity between Zurich and Palma de Mallorca during October, including the use of larger aircraft.

However, its announcement does not specifically identify the widebody type or individual flights involved.

This could therefore be another route worth watching through the airline’s booking system as October approaches.

The Best Opportunity for A340 Enthusiasts?

Of the announced routes, the Gran Canaria services offer the largest number of chances to fly aboard an Edelweiss A340.

The aircraft is scheduled on Fridays and Sundays from October until around the middle of November, giving enthusiasts a useful selection of dates.

Tenerife on Mondays and Rhodes on Saturdays during October provide alternatives.

And there’s another bonus for UK enthusiasts: getting to Zurich Airport is relatively straightforward thanks to numerous flights from the UK, making it possible to build one of these A340 sectors into a short trip.

Zurich itself is also one of Europe’s best airports for plane spotting, with excellent viewing terraces and a huge variety of SWISS and Edelweiss traffic.

Don’t Leave It Too Long to Fly the Edelweiss A340

These short-haul flights are especially noteworthy because time is running out for the Edelweiss A340.

The airline’s rapidly growing A350 fleet is replacing the older four-engined aircraft. Edelweiss currently has four A350-900s and expects another two by the end of 2026, while only three A340-300s remain.

For enthusiasts who have never flown on an A340 – or who simply want another flight before the type becomes even harder to find – October and early November 2026 provide some excellent opportunities.

The confirmed widebody opportunities are therefore:

• Zurich – Gran Canaria: A340-300, Fridays and Sundays, October to mid-November
• Zurich – Tenerife: A340-300, Mondays in October
• Zurich – Rhodes: A340-300, Saturdays in October
• Zurich – Heraklion: A350-900, Saturdays during the autumn period

As always with aircraft substitutions, equipment can change for operational reasons, so check the aircraft type shown when booking and again closer to departure.

But if the A340-300 is still missing from your logbook, these may be some of the easiest opportunities left to experience one without heading long-haul.

Have you flown on an Edelweiss A340 or A350? Or are you tempted to book one of these short-haul widebody flights while you still can?

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The Taiwanese carrier has teamed up with celebrated Japanese artist Hajime Sorayama to create AIRSORAYAMA, transforming two brand-new Airbus A350-1000s into enormous flying works of art.

One is finished predominantly in silver, while the other wears an extraordinary gold scheme – and both are guaranteed to be high on the wish lists of aircraft photographers and plane spotters.

But where can you see them?

With both aircraft now delivered, and STARLUX publishing details of the routes on which AIRSORAYAMA will appear, here’s our guide to tracking them down.

What Is STARLUX AIRSORAYAMA?

AIRSORAYAMA is a collaboration between STARLUX Airlines and Japanese contemporary artist Hajime Sorayama, who is famous for his hyper-realistic artwork combining the human form with futuristic, highly polished metallic surfaces.

The project was first announced in January 2026 and has been applied to two of STARLUX’s new Airbus A350-1000 aircraft.

They are:

B-58553 – AIRSORAYAMA Silver
Airbus A350-1000, delivered July 2026

B-58554 – AIRSORAYAMA Gold
Airbus A350-1000, delivered August 2026

Rather than simply adding artwork to an otherwise standard STARLUX colour scheme, the project transforms virtually the entire appearance of the aircraft.

AIRSORAYAMA Silver uses a reflective-looking silver finish with gold accents, while its sister aircraft takes the concept even further with a striking gold appearance.

Creating the effect was more complicated than applying conventional aircraft paint. STARLUX worked with Airbus and coatings specialist Mankiewicz on a specialised multi-coating process intended to reproduce the depth and liquid-metal appearance associated with Sorayama’s artwork while still meeting the requirements of an operational airliner.

Special AIRSORAYAMA Silver and AIRSORAYAMA Gold metallic colours were also developed with Pantone for the project.

The collaboration extends inside the aircraft too, with AIRSORAYAMA branding and artwork appearing on items such as boarding passes, amenity kits, menus, cups, napkins and other cabin items. STARLUX has even introduced a specially produced AIRSORAYAMA safety video.

AIRSORAYAMA Silver – B-58553

The first aircraft to appear was B-58553, AIRSORAYAMA Silver.

It was handed over to STARLUX at the Airbus Delivery Centre in Toulouse on 3 July 2026 and entered passenger service on 12 July, initially flying from Taipei Taoyuan to Tokyo Narita.

Only a few days later, on 15 July, the aircraft made its first long-haul appearance when it operated STARLUX flight JX026 to Phoenix Sky Harbor.

That made Phoenix the first destination in North America to welcome an AIRSORAYAMA aircraft.

The aircraft has subsequently been appearing on flights to Tokyo, Phoenix and STARLUX’s new European destination, Prague.

AIRSORAYAMA Gold – B-58554

The second aircraft is arguably even more eye-catching.

B-58554, AIRSORAYAMA Gold, arrived at STARLUX’s Taipei base on 16 August following its delivery flight from Toulouse.

It entered commercial service on 20 August, again using the Taipei–Tokyo Narita route for its debut.

This created a particularly memorable sight at Narita when the Gold and Silver AIRSORAYAMA aircraft appeared together.

For its first few weeks in service, Gold is being used more flexibly around the STARLUX network rather than sticking exclusively to one route.

Among its early planned appearances have been Osaka Kansai on 24 August, Bangkok Suvarnabhumi on 26 August and Prague on 1 September.

That means plane spotters have a number of opportunities to catch the aircraft before the AIRSORAYAMA programme settles into its more regular schedule.

Where Will the STARLUX AIRSORAYAMA Aircraft Fly?

The important date for spotters is 1 October 2026.

From this date, STARLUX says scheduled AIRSORAYAMA services will officially operate to three destinations from its Taipei Taoyuan hub:

Tokyo Narita (NRT)

Flights JX800/JX801
Taipei – Tokyo Narita
Scheduled daily

Tokyo is likely to be one of the easiest places to see an AIRSORAYAMA aircraft.

It is also a particularly appropriate destination given Hajime Sorayama’s Japanese background, and both aircraft have already appeared at Narita during their introduction into service.

The daily schedule should make Narita one of the best choices for anyone specifically hoping to photograph one.

Phoenix Sky Harbor (PHX)

Flights JX025/JX026
Taipei – Phoenix
Tuesday, Thursday, Saturday and Sunday

Phoenix is the principal North American destination announced for scheduled AIRSORAYAMA flights.

The Silver aircraft had already made history here in July when B-58553 operated the project’s first long-haul flight to the United States.

For American plane spotters, Phoenix should therefore become the most reliable place to see AIRSORAYAMA once the October schedule begins.

Prague (PRG)

Flights JX101/JX102
Taipei – Prague
Tuesday, Thursday and Saturday

Perhaps most interesting for European enthusiasts is Prague.

STARLUX launched Taipei–Prague on 1 August 2026 as its first route to Europe, and the Czech capital has also been selected as one of the three regular AIRSORAYAMA destinations.

With three scheduled flights each week, Prague should consequently become one of Europe’s most interesting airports for A350 enthusiasts and special-livery hunters.

Other Airports to Watch

Before the regular AIRSORAYAMA programme begins on 1 October, the aircraft are being used more flexibly across STARLUX’s network.

That has already brought appearances at destinations including Bangkok Suvarnabhumi and Osaka Kansai, in addition to Tokyo, Phoenix and Prague.

It is therefore worth keeping an eye on flight tracking websites for B-58553 and B-58554, particularly if you are visiting an airport regularly served by STARLUX widebody aircraft.

And, naturally, Taipei Taoyuan International Airport (TPE) remains the best place of all to look for both aircraft. As STARLUX’s main base, there will be opportunities to see AIRSORAYAMA aircraft arriving, departing or between assignments there.

As always with airline schedules, aircraft substitutions can occur. STARLUX itself warns that operational requirements and maintenance may result in AIRSORAYAMA flights being operated by another aircraft.

STARLUX’s Growing Airbus A350 Fleet

The arrival of the AIRSORAYAMA aircraft is also part of a much bigger development at STARLUX.

Despite being a relatively young airline, STARLUX has quickly developed an impressive modern, all-Airbus fleet.

As of August 2026, the airline has 36 aircraft, comprising:

• 13 Airbus A321neos
• 9 Airbus A330neos
• 10 Airbus A350-900s
• 4 Airbus A350-1000s

The A350 has become particularly important as STARLUX expands beyond its original Asian network.

Its A350-900s have helped establish long-haul routes from Taipei to North America, including Los Angeles, San Francisco, Seattle, Ontario and Phoenix.

Now the larger A350-1000 is taking the airline’s ambitions another step further.

STARLUX became the first Taiwanese airline to operate the A350-1000 when its first example, B-58551, was delivered in January 2026.

The airline has ordered 18 A350-1000s, giving it a sizeable future fleet of the largest member of the A350 family.

More STARLUX A350-1000 Destinations Coming

While Tokyo, Phoenix and Prague are the key places to see the AIRSORAYAMA aircraft, the wider STARLUX A350-1000 network is likely to grow considerably.

The airline is already using the type on a mixture of regional and long-haul services as more aircraft arrive.

With 18 A350-1000s ordered, there will ultimately be far more of the type in STARLUX colours than the four currently flying.

The airline has made no secret of its ambitions to expand further into North America and Europe, while Australia and New Zealand have also been identified as potential areas for future growth.

For spotters, that makes STARLUX an increasingly interesting airline to follow.

And among all those future A350s, B-58553 and B-58554 are likely to remain the stars of the fleet.

With their extraordinary Silver and Gold finishes, the two AIRSORAYAMA A350-1000s are among the most distinctive special-livery airliners introduced in recent years.

For the best chance of seeing them, put Taipei, Tokyo Narita, Phoenix and Prague at the top of your list – and keep an eye on those registrations before heading to the airport.