This month we have another round-up of the best new airliner deliveries and special liveries already flying in our skies and just waiting to be spotted or photographed!

Why not let us know in the comments which is your favourite and which you are most looking forward to seeing?

Air Greenland Acquires A320neo

Photo: Air Greenland

The first Airbus A320neo has joined Air Greenland. It is former SAS LN-RGO, but likely to acquire a new registration soon. It will be used on flights to Europe.

Air Peace Adds 737NG

The first Boeing 737-900 for Nigeria’s Air Peace is 5N-CGT.

Air Transat New Livery?

This updated scheme has appeared on Airbus A330-200 C-GTSZ. Is it the airline’s new branding?

ANA Chiikawa Jet

All Nippon Airways introduced this ‘Chiikawa Jet’ livery on Boeing 767-300 JA609A.

JAL Green Expo

Japan Airlines has added this special livery to Boeing 737-800 JA344J to promote GREENxEXPO 2027 to be held in Yokohama next year.

JetBlue Cats Livery

JetBlue’s latest special livery has appeared on Airbus A320 N784JB and is promoting the Florida Panthers. It is named “Go Cats Go!”.

Korean Air New Livery A380

The first Airbus A380 to appear in Korean Air’s new livery is HL7621.

LATAM’s First E195-E2

LATAM Brasil has taken delivery of its first Embraer 195-E2 variant. It has large ’01’ titles under the cockpit. It is PS-LTB.

Lufthansa Employee Stories

Airbus A321neo D-AIEM’s special livery displaying stories and designs from the airline’s employees is finally complete. Read the story.

Spring Japan New Branding

Spring Airlines has rebranded as Spring Japan and is introducing this new livery. The first example is Boeing 737-800 JA05GR. Read the story.

Big, noisy and unmistakable, with three Rolls-Royce RB211 engines and its distinctive S-duct leading into the tail-mounted powerplant, the TriStar was already becoming something of a classic by the start of the decade.

While British Airways gradually withdrew its examples from scheduled service, its subsidiary Caledonian Airways continued putting the type to work carrying holidaymakers from Gatwick, Manchester and other UK airports.

With its distinctive golden lion on the tail, Caledonian’s TriStars became a familiar sight at airports around the Mediterranean, Canary Islands, Caribbean and Florida throughout the 1990s.

Today both the airline and its TriStars are long gone.

Here’s the story of this much-loved classic airline fleet.

Which Caledonian Airways?

G-BBAE at Gatwick. Photo: Martin Addison

First, it’s worth clearing up a potentially confusing piece of British airline history.

The Caledonian Airways we’re looking at here was not the original Caledonian Airways which merged with British United Airways to create British Caledonian in 1970.

Instead, this second incarnation appeared following British Airways’ takeover of British Caledonian in 1987.

British Airways already had its own charter airline, British Airtours, which flew holidaymakers from the UK to destinations around Europe and further afield.

Recognising the value of the Caledonian name and branding it had inherited, BA renamed British Airtours as Caledonian Airways from December 1987.

The new airline combined elements of the British Airways identity with the famous Scottish lion rampant on its tail.

Its initial fleet comprised Boeing 737-200s and Lockheed TriStars, with the latter becoming one of the aircraft types most closely associated with Caledonian during the following decade.

From British Airways to the Holiday Business

The aircraft previously flew with British Airways. Photo: Clive R Martin

The TriStars flown by Caledonian were not new aircraft. Most had already enjoyed long careers with British Airways.

BA had become a major operator of the Lockheed L-1011 following its formation in the 1970s, using different variants on European, Middle Eastern and long-haul services.

Some of these aircraft were subsequently transferred or leased to British Airtours for the holiday charter market.

This was a very different environment from British Airways’ scheduled operation. Rather than carrying business travellers and premium passengers between major cities, the TriStars could be packed with holidaymakers heading for the sunshine.

When British Airtours became Caledonian Airways, the TriStars naturally came with it. Indeed, G-BBAI became the first aircraft to appear in the new Caledonian livery in February 1988.

Caledonian’s High-Density TriStars

G-BBAE in 1988. Photo: Pete Macklin

One of the reasons the large Lockheed TriStar suited Caledonian so well was its capacity.

In Caledonian service the TriStars could carry around 393 passengers in a high-density configuration – ideal for the package holiday market of the period.

For passengers accustomed to boarding Boeing 737s and 757s for their annual trip to the Mediterranean, walking out towards a huge three-engined widebody must have been quite an experience.

It was also quite a sight for enthusiasts. The TriStar was one of the most technically advanced airliners of its generation, yet by the 1990s its numbers were already declining.

Where Did Caledonian Fly Its TriStars?

Caledonian was primarily based at London Gatwick, but its aircraft also became familiar sights at other UK airports – particularly Manchester.

The TriStars were deployed wherever large numbers of holidaymakers needed to be moved. Mediterranean destinations were naturally important, with the aircraft appearing regularly at airports such as:

Palma de Mallorca
Tenerife
Faro
Rhodes
Corfu
Heraklion
Larnaca
Malaga

The type wasn’t restricted to traditional short- and medium-haul package holiday routes.

Caledonian also sent its TriStars much further afield. The airline used them on long-haul leisure flights to Florida, the Caribbean, Central America and Kenya. Orlando was a particularly memorable destination for many families heading to Florida’s theme parks.

The Scottish Loch Names

Caledonian’s TriStars carried names reflecting the airline’s Scottish branding. G-BBAJ became Loch Rannoch, while G-BBAI was Loch Inver. G-BEAL carried the name Loch Moy.

Combined with the golden lion rampant on the tail, these names helped give the fleet an identity of its own despite the aircraft having originated with British Airways.

Caledonian Leaves British Airways

A major change came in 1993 when Caledonian left the British Airways group. The airline was acquired by tour operator Inspirations, becoming more closely integrated into the package holiday business it served.

Importantly, Caledonian’s TriStar operation continued. The aircraft which had previously been leased from British Airways were acquired, allowing the veteran widebodies to remain at the heart of Caledonian’s operation.

By this point the airline was competing in a busy British charter market alongside names such as Britannia Airways, Airtours International, Air 2000 and Monarch Airlines.

Caledonian itself subsequently operated other widebody types, including the McDonnell Douglas DC-10, while narrowbody Boeing 757s and Airbus A320s were also part of its later fleet.

Extra TriStars Arrive

TF-ABT in Caledonian livery, on lease from Air Atlanta Icelandic. Photo: Aero Icarus

By the late 1990s the original aircraft were getting old. However, instead of immediately abandoning the type, Caledonian actually brought in additional TriStars to help meet demand.

Aircraft were leased from Icelandic charter and ACMI specialist Air Atlanta Icelandic. These included examples such as , TF-ABH, TF-ABT, TF-ABD and TF-ABE at different times towards the end of the decade. Some retained Icelandic registrations while working Caledonian services.

Some of these aircraft had fascinating histories of their own, having previously flown for airlines such as Eastern Air Lines, TWA and Cathay Pacific before finding themselves carrying British package holidaymakers.

It was typical of the second-hand TriStar market of the 1990s. Aircraft which had once been the pride of major international airlines were finding new careers with charter and leasing operators.

Caledonian Airways TriStar Fleet

G-BBAH in 1999. Photo: Aero Icarus

The core Caledonian TriStar fleet included these familiar British-registered aircraft:

G-BBAE – L-1011-100
G-BBAF – L-1011-100
G-BBAH – L-1011-100
G-BBAI – L-1011-1 – Loch Inver
G-BBAJ – L-1011-1/100 – Loch Rannoch
G-BEAL – L-1011-50 – Loch Moy, later re-registered G-CEAP

All had links with the wider British Airways/British Airtours TriStar fleet.

A number of additional TriStars were operated on lease during the later years, particularly from Air Atlanta Icelandic, meaning the precise fleet seen in Caledonian service varied according to season and operational requirements.

G-BBAI and the Rhodes Incident

One of the best-known members of the fleet was G-BBAI, Loch Inver.

Built in 1975, the aircraft had originally served British Airways before moving through British Airtours into Caledonian service. It also spent periods away from the airline on lease to Worldways Canada and Air Algérie before returning.

Its career came to an unfortunate end on 5 May 1999 at Rhodes in Greece.

The aircraft suffered a hard landing which caused structural damage.

Given its age and the cost of repairs, returning the TriStar to service was no longer considered economical and it was retired. By then the end was approaching for the entire Caledonian TriStar operation.

Why Were the TriStars Retired?

Boeing 757-3CQ G-JMAA of JMC Airlines. This is the first 757-300 variant to be operated by a UK airline. (Pedro Aragão, licensed under CC BY-SA 3.0)

By the end of the 1990s the economics of operating aircraft such as the L-1011 were becoming increasingly difficult.

The TriStar was technologically impressive and capable, but it had three engines at a time when newer widebody twins were becoming the norm.

Maintenance requirements were increasing as the aircraft aged, while finding spares and supporting a relatively small fleet was becoming more expensive.

Caledonian itself was also changing. In 1999 its parent company Thomas Cook announced plans to combine Caledonian with Flying Colours Airlines.

The resulting carrier would emerge under an entirely new identity: JMC Airlines. Its fleet plans centred on aircraft such as the Airbus A320, Boeing 757 and McDonnell Douglas DC-10.

There was no long-term place for the ageing TriStars.

Farewell to the Golden Lion TriStars

At the beginning of November 1999, four of the remaining British-registered TriStars left the UK for Abu Dhabi.

G-BBAE departed Manchester on 1 November.

G-BBAF followed from Gatwick on 2 November.

G-BBAH left Gatwick on 3 November.

Then, on 4 November 1999, G-BBAJ Loch Rannoch brought down the curtain on Caledonian’s TriStar era.

The final aircraft performed a flypast at Gatwick before departing, watched by Caledonian staff and airport workers who had gathered to say goodbye.

It was an emotional end to an aircraft which had been associated with the airline – through both its British Airtours and Caledonian identities – for many years.

Soon afterwards, the Caledonian name itself disappeared as the operation transitioned into JMC Airlines.

What Happened to Caledonian’s TriStars?

Several of the aircraft were ferried to Abu Dhabi, where they were stored after retirement.

G-BBAJ was withdrawn at the end of October 1999 and arrived in Abu Dhabi on 4 November. Although there were later plans for the aircraft to return to service as a freighter, these came to nothing. It was eventually broken up there in 2004.

G-BBAI also ended its days at Abu Dhabi following its damaging landing at Rhodes.

G-BBAF ended up flying in Africa as 3C-QRL, and then as A8-AAB and TT-DWE in the Middle East. It now resides outside the Emirates National Auto Museum around 28 miles south of Abu Dhabi. It is complete, but in a very unloved condition. Interestingly, it still wears the basic Caledonian livery, and its Loch Fyne name.

The Air Atlanta aircraft which supplemented the fleet generally returned to their owner or moved on to further operators, continuing the nomadic existence which characterised many surviving TriStars during this period.

Did you ever fly on or photograph one of Caledonian Airways’ TriStars? Let us know your memories in the comments below.

Title image: Rob Hodgkins

Relive Europe’s Lost Airlines and Aircraft

Caledonian Airways is one of many lost leisure airlines of its time. In our book, Lost Airline Colours of Europe, you’ll find photrographs of many airlines like it which have been lost from our skies, as well as pictures of many current airlines that looked very different in past decades. Packed full of classic jets and props, this is a great addition to the aviation enthusiast’s bookshelf!

Get Your Copy

The retirement of the BAe 146 fleets operated by National Jet Express and ASL Airlines Australia brings an end to decades of regular commercial operations by the type in Australia.

It represents another significant loss as the distinctive British-built regional jet becomes increasingly difficult to see in active service.

ASL Airlines Australia Retires Its BAe 146 Fleet

ASL Airlines Australia, formerly known as Pionair, was the final Australian airline operating the BAe 146 on regular freight services.

The airline ended its BAe 146 flying for Qantas Freight on 30 October 2026, with the wider fleet retirement taking effect at the end of the month.

The decision was confirmed in communications with the Australian Federation of Air Pilots, which reported that ASL intended to cease BAe 146 operations after 31 October.

ASL had a fleet of eight BAe 146 aircraft, although several had already been parked. Six were freighters, while two retained passenger configurations.

The airline had operated the type since its Pionair days, beginning in 2013, and at one stage described itself as the world’s largest active BAe 146 operator.

Its freighters had become familiar sights on routes linking Melbourne, Sydney, Brisbane, Townsville and Cairns, often flying overnight on behalf of Qantas Freight.

ASL is now concentrating on more modern Boeing 737-800 converted freighters, with further aircraft expected to join its fleet.

The future of the retired BAe 146s remains uncertain, with some potentially available for sale or further use elsewhere.

National Jet Express Also Says Goodbye

Photo: Mitchul Hope

The ASL retirement follows the withdrawal of the four BAe 146-300QT freighters operated by National Jet Express (NJE).

The airline’s final revenue service was scheduled for 2 October 2026, between Western Sydney and Gold Coast Airport, before the aircraft returned to Adelaide pending disposal.

The four aircraft involved were:

• VH-NJF – BAe 146-300QT, built in 1991.
• VH-NJI – BAe 146-300QT, built in 1990.
• VH-NJM – BAe 146-300QT, built in 1991.
• VH-NJZ – BAe 146-300QT, built in 1989, and originally operated by Britain’s Dan-Air London.

Three wore the familiar StarTrack Express branding associated with Australia Post.

National Jet Express confirmed that it intended to sell the aircraft, bringing an end to 32 years of BAe 146 operations associated with its overnight freight business.

The airline will now concentrate on its Embraer E190 and De Havilland Canada Dash 8-Q400 fleets, primarily supporting fly-in, fly-out services for Australia’s mining and resources industries.

Why Was the BAe 146 So Important in Australia?

The BAe 146 earned its place in Australian aviation largely because of one particular characteristic: its relatively quiet operation.

Powered by four Lycoming ALF 502 turbofan engines, the aircraft was considerably quieter than many contemporary jet airliners.

This made the BAe 146 particularly valuable for overnight freight operations at Sydney Kingsford Smith Airport, where strict noise restrictions and a curfew limited aircraft movements between 11pm and 6am.

Special arrangements permitted certain BAe 146 freighters to operate during these hours, allowing urgent parcels, mail and other cargo to be transported overnight.

The freighter versions, known as the Quiet Trader (QT), were also well suited to relatively short sectors and airports with limited runway lengths.

For many years, these aircraft connected Australia’s major cities while most passenger airliners were grounded by the overnight curfew. However, their four engines, advancing age and relatively modest cargo capacity increasingly counted against them.

Western Sydney Airport Changes Everything

Cargo airliners at Western Sydney Airport

One of the biggest factors behind the BAe 146’s retirement is the opening of Western Sydney International Airport, also known as Nancy-Bird Walton Airport.

Unlike Sydney Kingsford Smith, the new airport has no overnight curfew, allowing larger and more efficient cargo aircraft to operate around the clock.

Qantas Freight began moving its Sydney cargo operations to the new airport in July 2026, significantly reducing the need for specialist aircraft capable of operating within the old airport’s noise restrictions.

At the same time, Qantas has been expanding its fleet of Airbus A321-200P2F converted freighters, which offer substantially greater cargo capacity and better operating economics than the ageing BAe 146s.

The airline has also introduced Airbus A330-200P2F freighters.

These developments have effectively removed the commercial advantages that kept the BAe 146 flying long after many other airlines retired the type.

Where Can You Still See the BAe 146?

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

Although regular Australian operations have ended, the BAe 146 and its later Avro RJ derivatives have not completely disappeared from the world’s skies.

Enthusiasts still have several opportunities to see these aircraft, although the number of active operators continues to decline.

Chile – Aerovías DAP

One of the most interesting remaining operators is Aerovías DAP, which has used BAe 146 and Avro RJ aircraft on services around Patagonia and to Antarctica.

Punta Arenas is an important base for the airline, and its distinctive aircraft include examples wearing special penguin-themed liveries.

Canada – Summit Air

Summit Air has operated BAe 146 and Avro RJ aircraft on passenger and charter flights serving remote communities and industrial operations in northern Canada.

Yellowknife is one of the best places to look for the airline’s aircraft, although flying patterns can be irregular.

Iran – Avro RJ Operators

Iran has been one of the last strongholds of the Avro RJ family, including aircraft operated by Mahan Air and other carriers.

These are the later developments of the BAe 146 rather than the original aircraft, but they retain the distinctive high-wing, four-engined configuration.

North America – Aerial Firefighting

Several BAe 146 and Avro RJ aircraft have found second careers as aerial firefighting tankers.

Operators such as Conair have used converted aircraft to fight wildfires across North America.

These aircraft can remain active for many years after leaving passenger or freight service, although their deployments are seasonal and depend on firefighting requirements.

The End of an Australian Aviation Icon

The BAe 146 first flew in 1981 and went on to become one of Britain’s most successful jet airliner programmes. Its combination of short-field performance, low noise levels and relatively spacious cabin made it popular with regional airlines around the world.

However, the four-engined design eventually became less economical than newer twin-engined regional jets.

Australia remained one of the type’s most important commercial strongholds long after it had disappeared from most European passenger fleets. With National Jet Express and ASL Airlines Australia now having withdrawn their aircraft, the country has lost its last regular commercial BAe 146 operations.

Some of the retired aircraft may eventually find new owners, perhaps as freighters, specialist aircraft or firefighting conversions.

For now, however, the familiar sight and sound of a BAe 146 operating overnight freight services across Australia has become another piece of aviation history.

Still Want to Fly on a BAe 146 or Avro RJ?

There are still opportunities to fly on these increasingly rare British airliners. Aerovías DAP operates BAe 146s and Avro RJs in Chile, while EcoJet in Bolivia and airlines in Iran offer further possibilities. Specialist charter operators such as Summit Air in Canada may also provide opportunities, although availability varies.

Our exclusive Last Chance to Fly guide helps you discover where you can still fly on the world’s disappearing classic airliners, including the BAe 146 and Avro RJ. Available exclusively to Airport Spotting Premium members. [Join Premium today] and start planning your next rare aircraft flight!

Title image: Mitchul Hope

But was it right?

Airbus Wanted to Challenge the Boeing 747

For decades, Boeing had enjoyed a near-monopoly in the market for very large passenger aircraft.

Since entering service in 1970, the Boeing 747 had become the flagship of many of the world’s leading airlines. Its enormous capacity made it ideal for busy international routes, particularly between major hub airports.

Airbus, meanwhile, had steadily developed its own widebody aircraft, including the A300, A310, A330 and A340. But none could match the passenger capacity of the Jumbo Jet.

By the early 1990s, Airbus was considering whether it could challenge Boeing with an even larger aircraft. The project, initially known as the A3XX, would eventually become the Airbus A380, the world’s first full-length double-deck passenger jet.

However, Airbus wasn’t simply trying to outdo Boeing in terms of size. It believed there was a genuine need for much larger aircraft.

The Problem of Congested Airports

The main argument behind the A380 was that international air travel was growing rapidly, while many of the world’s busiest airports were running out of room.

Airports such as London Heathrow, Tokyo Narita, Hong Kong and Singapore Changi were already handling enormous numbers of passengers. Adding more flights wasn’t always possible because of limited runway capacity, airport slots and congestion.

Airbus believed the answer was simple: carry more passengers on each flight.

Rather than operating two smaller aircraft between major cities, airlines could use one enormous aircraft carrying 500 or more passengers.

This would allow airports to handle more travellers without a corresponding increase in aircraft movements.

The idea was particularly attractive for the traditional hub-and-spoke airline model, where passengers travel through major connecting airports before continuing to their final destinations.

Airbus expected this model to remain dominant as international aviation expanded.

Why Did Airbus Make the A380 So Big?

The A380 was designed to carry significantly more passengers than the Boeing 747-400, which was the largest passenger aircraft in widespread service at the time.

While the 747-400 typically carried around 400 passengers in a three-class configuration, the A380 was designed for approximately 525 passengers in a similar layout.

Its maximum certified capacity was an extraordinary 853 passengers.

To accommodate these numbers, Airbus introduced a full-length upper deck, giving the aircraft two complete passenger floors.

The A380 was also designed to offer several other advantages.

Lower Costs Per Passenger

With so many seats available, Airbus argued that airlines could achieve lower operating costs per passenger than with smaller aircraft, provided enough seats were filled. On busy routes, this could make the A380 particularly economical.

More Passenger Comfort

The enormous cabin offered opportunities for greater passenger comfort.

Airlines could introduce spacious seating arrangements, lounges, bars and even onboard showers.

Emirates famously embraced these possibilities, turning its A380 fleet into a symbol of luxury long-haul travel.

Quieter Operations

Despite its enormous size, the A380 was designed to be relatively quiet.

Its advanced engines and aerodynamic design helped reduce noise compared with older large aircraft.

This was particularly important at airports with strict noise restrictions.

Long-Range Capability

The A380-800 was designed to fly approximately 8,000 nautical miles, allowing it to connect major cities across continents without refuelling.

It could therefore carry large numbers of passengers on some of the world’s longest routes.

Airbus Launches the A380

Airbus formally launched the A380 programme in December 2000, with initial commitments from airlines including Emirates, Singapore Airlines, Air France, Lufthansa and Qantas.

Development was a huge undertaking. The aircraft’s components were manufactured across Europe, with major sections transported to Toulouse for final assembly.

Its enormous wings were built in the United Kingdom, while other structures came from France, Germany and Spain.

The first A380 made its maiden flight on 27 April 2005.

However, production difficulties, particularly problems with the aircraft’s complex electrical wiring systems, delayed deliveries.

Singapore Airlines eventually became the launch operator on 25 October 2007, introducing the aircraft between Singapore and Sydney.

The arrival of the A380 attracted enormous attention, with passengers keen to experience the world’s largest airliner.

Why Didn’t the A380 Sell as Well as Expected?

Despite its impressive capabilities, the A380 never achieved the sales volumes Airbus originally anticipated.

The biggest problem was that the airline industry was changing. While Airbus had placed its faith in large aircraft operating between major hubs, airlines increasingly favoured smaller, more efficient long-haul aircraft capable of flying directly between cities.

Aircraft such as the Boeing 787 and Airbus A350 made it possible to operate long-distance routes without needing to fill 500 seats.

This point-to-point approach offered airlines greater flexibility. Instead of operating one enormous aircraft daily, they could offer multiple flights using smaller aircraft, giving passengers more departure choices.

The A380 also required substantial investment in airport infrastructure, including larger gates, suitable taxiways and specialised boarding facilities.

And while the aircraft could be economical when full, operating four engines and maintaining such a large airframe became increasingly expensive compared with newer twin-engined aircraft.

The proposed A380 freighter never entered production, eliminating another potential source of orders.

Ultimately, there simply weren’t enough airlines with sufficient high-density routes to justify large fleets of A380s.

Why Was Emirates So Successful With the A380?

One airline demonstrated exactly what Airbus had hoped the A380 could achieve.

Emirates built its international network around Dubai, connecting passengers between Europe, Asia, Africa, Australia and the Americas.

Its hub-based business model was ideally suited to the A380. The airline could fill large aircraft with connecting passengers, while its premium cabins helped generate additional revenue.

Emirates became by far the largest A380 customer, eventually taking delivery of 123 examples.

Without Emirates, the aircraft’s commercial performance would have been considerably weaker.

Other airlines, including British Airways, Singapore Airlines and Qantas, also found the A380 useful on busy long-haul routes, particularly those serving congested airports. However, few could justify operating fleets on anything like the scale of Emirates.

How Many Airbus A380s Were Built?

Airbus announced in February 2019 that A380 production would end, following a reduction in orders from Emirates.

The final aircraft was delivered to Emirates in December 2021.

In total, 251 Airbus A380s were delivered, far fewer than Airbus had originally hoped to sell.

The aircraft had cost billions to develop, and although production eventually reached a break-even position on an individual aircraft basis, the overall programme did not recover its enormous development costs.

Commercially, the A380 was therefore a disappointment.

Is the Airbus A380 Still Flying?

Absolutely!

Despite predictions that the A380 would rapidly disappear following the COVID-19 pandemic, the aircraft has enjoyed something of a comeback.

As of 2026, around 190 A380s remain in airline fleets, with many operating regular passenger services.

Airlines still using the type include Emirates, British Airways, Singapore Airlines, Qantas, Lufthansa, Etihad Airways, Qatar Airways, Korean Air and All Nippon Airways.

Emirates remains the largest operator by a considerable margin, and British Airways recently invested in cabin upgrades to keep its A380 fleet competitive.

The A380 may have been built around an overly optimistic prediction of future airline demand, but it also achieved something remarkable. It created an entirely new passenger experience and demonstrated what was technically possible in commercial aviation.

For passengers and aviation enthusiasts alike, the world’s largest passenger airliner remains one of the most impressive aircraft ever built.

Have you flown on an Airbus A380? Do you think Airbus was right to develop it, or should it have concentrated on smaller aircraft? Let us know in the comments!

The airline, which is part of the Japan Airlines (JAL) Group, announced the rebranding on 26 October 2026, marking a new chapter in its 12-year history.

The updated identity retains Spring Japan’s familiar green colours but introduces lighter green and cherry blossom pink, together with a redesigned logo and more prominent Japanese-inspired imagery.

A New Look for Spring Japan

The most noticeable change is the airline’s new aircraft livery, which incorporates sweeping green shapes along the fuselage, intended to represent a warm spring breeze.

Pink cherry blossom petals feature in the design, while the tail carries a large cherry blossom motif, reflecting the airline’s Japanese identity.

The redesigned logo retains elements of the airline’s existing 3S symbol, representing Safety, Sincerity and Smile, but adds a letter J to emphasise Japan.

Spring Japan’s existing slogan, Fly With Smile, will remain unchanged.

The first aircraft to receive the new livery will be Boeing 737-800 JA05GR, which is expected to return to service in its new appearance before the end of 2026.

Further aircraft will be repainted during scheduled maintenance, with the transition across the fleet expected to take several years.

The new branding will also be introduced at airport check-in counters, on signage and on the airline’s website from December 2026.

From Spring Airlines Japan to Spring Japan

The previous Spring Japan livery. Photo: Andre Pronk

Spring Japan was originally established in 2012 as Spring Airlines Japan, with backing from China’s Spring Airlines.

The airline began flying in August 2014, initially operating domestic services from Tokyo Narita to destinations including Hiroshima, Saga and Takamatsu. International flights to China followed in 2016.

A significant change came in 2021 when Japan Airlines took control of the carrier, bringing it into the JAL Group. The airline subsequently adopted the Spring Japan name in November that year.

Today, Spring Japan operates Boeing 737-800 aircraft from its Tokyo Narita base, serving a mixture of domestic Japanese destinations and routes to China.

The airline currently has six Boeing 737-800s and has outlined plans to increase its fleet to ten aircraft by 2030, supporting further expansion of its Japan–China network.

For aviation enthusiasts, the arrival of the new livery will add another interesting variation to the Boeing 737-800 fleets operating in Japan. The first aircraft, JA05GR, will be particularly worth looking out for at Tokyo Narita as the airline begins introducing its refreshed identity.

Lufthansa’s association with the Airbus wide-body dates back to late-January 1993, when it took delivery of its first Airbus A340, a -200 variant.

In this article we review Lufthansa’s past and present A340 fleet.

Lufthansa and the Airbus A340

Lufthansa’s first Airbus A340, A340-211 D-AIBA (Simon Butler, CC BY 2.0)

Airbus began to identify potential derivatives of the A300 in the early 1970s, one of which was a design concept designated A300B11. Initially the company focused its efforts on the A300B10, which became the A310, and a new narrow-body, single aisle aircraft that emerged as the Airbus A320. Nevertheless, in 1977 Airbus engineers began to explore the use of a common structure, based on the A300B10 fuselage, which would serve the A300B11 (and the A300B9).

In 1980, the A300B11 was renamed TA11 (Twin-Aisle) and at the Farnborough Air Show in 1982, Airbus revealed the TA11 design specification as a four-engine airliner able to accommodate 220 passengers in a mixed class layout, with a range of up to 6,830nm (12,650km).

Each engine was to provide 30,000-34,000lb thrust. After five years of design refinements and various complications over engine choice, the A340 was formally launched in June 1987 in two variants: a shorter A340-200 with seating for 262 passengers in three-classes and a range of 7,700nm (14,260km), and a longer A340-300 that could accommodate 295 passengers and operate over range of 6,850nm (12,686km). Both variants were to be powered by four CFM International CFM56-5C2 engines.

Lufthansa had been a strong advocate for the development of the A340 since 1985 and placed an initial order for 15 examples plus 15 options in January 1987, becoming the launch customer of the A340-200.

In December 1997 Airbus launched two stretch variants of the A340 which featured various aerodynamic improvements including larger reinforced wings, extended horizontal and vertical stabilisers and more powerful Rolls-Royce Trent 553 and 556 engines. The A340-500 is configured to transport 313 passengers in three-classes over 8,500nm (15,742km), while the longer A340-600 can carry 378 passengers over a range of 7,500nm (13,890km). The first customer A340-600 was delivered on 26 July 2002 followed by the A340-500 on 23 October 2003.

Lufthansa’s A340 Fleet

Lufthansa has operated three variants of the A340, the -200, -300 and -600.

A340-200

A340-211 D-AIBH (LRS747)

Lufthansa took delivery of its first A340-211 (the first ever A340 to be delivered to a customer), registered D-AIBA, on 29 January 1993, followed by a formal ceremony at Frankfurt Airport on 2 February.

It became the first airline to introduce the A340 into commercial service when it flew from Frankfurt to Newark Liberty International Airport, New Jersey, USA, on 15 March 1993, replacing McDonnell DC-10s on the route.

Six more A340-211s were delivered between March and mid-November 1993, and were gradually introduced on trans-Atlantic services from Frankfurt to Boston, Atlanta, Washington DC, Dallas, Houston and São Paulo. However, there was one exception: D-AIBB was delivered to Lufthansa on 11 March 1993 but never entered into service with the carrier. It left Lufthansa almost immediately to the Government of Brunei.

An eighth A340-211 was leased from Air France as F-GNIB on 28 March 1996. It spent three months with Lufthansa before returning to Air France.

After almost 10 years of service with Lufthansa, the six examples delivered new in 1993 were withdrawn between January and November 2003, joining South African Airways.

A340-300

Airbus A340-311 D-AIGB was delivered to Lufthansa on 30 November 1993. It was Lufthansa’s first A340-300. (Oliver Holzbauer, CC BY-SA 2.0)

Lufthansa took delivery of its first A340-311, registered D-AIGB, on 30 November 1993. It was the first of eight A340-300s which formed part of an initial order placed in January 1987. The remaining seven examples were delivered over a 12-month period through to December 1994.

Twenty new A340-313s were delivered to Lufthansa between May 1996 and December 2001. The A340-313 had more powerful CFM56-5C4 engines (34,000lb thrust) compared to Lufthansa’s first batch of A340-311s which were fitted with CFM56-5C2 engines (32,500lb thrust).

Two former Air France and Sabena A340-311s were leased by Lufthansa in early 2003. Both moved to Air Namibia, one in November 2005 and the other in September 2006. Lufthansa sold two of its A340-311s (D-AIGA and D-AIGK) to Thai start-up carrier Chaba Airlines in May/June 2012.

Three of the remaining six examples were permanently withdrawn from use during October-December 2013 followed by retirement of the other three in February, March and October 2014. All six aircraft were subsequently broken up.

In March and July 2011 two of Lufthansa’s A340-313s (D-AIGR and D-AIFB) were transferred to the Luftwaffe to operate as government and VIP transport aircraft. Between November 2014 and June 2015, A340-313 D-AIGZ was loaned to the German Federal Government for the evacuation of patients from West Africa following a widespread Ebola outbreak. In preparation for the mission, the aircraft was fitted out with specialised medical isolation units, including a specialised airtight, negative pressure tent.

In late 2015/early 2016 six A340-313s (D-AIGP, D-AIFA, D-AIGW, D-AIGV and D-AIFF) were transferred to Lufthansa CityLine, a wholly owned subsidiary of Lufthansa. The aircraft were converted to a high density seating configuration (298 seats in three-classes) before being wet-leased back to Lufthansa for use on leisure routes.

D-AIFA was written-off on 11 June 2018 while being towed, after the tow vehicle caught fire leading to severe damage of the front fuselage cockpit section. It was replaced by D-AIGN. Three of the transferred aircraft returned to Lufthansa in 2019 followed by the other three in August/September 2020, although they had been grounded since March 2020 due to the COVID pandemic.

A340-313 D-AIFF in Star Alliance scheme.  (TJDarmstadt, CC BY 2.0)

In August 2024 Lufthansa announced that it was to retire its entire A340 fleet by the end of 2028, although this may be brought forward by one year. Its A340-300 fleet will eventually be replaced by Airbus A350-900s and Boeing 787s.

Lufthansa had 17 A340-300s in service in 2024, of which one was retired in December 2024, three in 2025 and two in 2026. The eleven currently in active service are configured to carry 279 passengers in three-classes and operate long-haul routes out of Frankfurt to destinations in North America, Asia, Africa and the Middle East.

A340-600  

A340-642 D-AIHT (Lasse Fuss, CC BY-SA 3.0)

Lufthansa was one of seven airlines who expressed an early interest in the A340-600 when it a signed a commitment for ten examples in December 1997, which was subsequently converted to a firm order in April 1998.

The carrier went on to acquire 24 examples, with the first A340-642 (D-AIHB) delivered on 25 November 2003 and the final aircraft (D-AIHZ) on 6 May 2009. They were configured to carry either 281 or 297 passengers in four-classes.

Lufthansa began to retire some its A340-600 fleet in 2016 and by the end of 2018 seven had been permanently withdrawn from use. The carrier placed its fleet of A340-600s into storage at the beginning of the COVID-19 pandemic and, in January 2021, announced that the entire Airbus A340-600 fleet was to be retired.

However, in late March 2022, five A340-600s (D-AIHI, D-AIHP, D-AIHT, D-AIHU and D-AIHV) were returned to service and based at Munich. It was planned to be a temporary solution, rather than a long-term return, to address the post-pandemic growth in international air travel, particularly the demand for first and premium-class cabin space and passenger comfort from both the business and private travel sectors.

The A340-600s had a first-class cabin, a commodity which, at the time, was unavailable on a significant number of Lufthansa’s long-haul fleet. The only other first-class seating available was on the Airbus A380s, but these aircraft were in storage and being considered for retirement, and on the Boeing 747-8Is, which were based in Frankfurt.

Delays in the delivery of Boeing 787-9 Dreamliners due to certification issues surrounding the Allegris business class seats also influenced the decision.

However, in 2023 five more A340-600s were returned to service (D-AIHF, D-AIHW, D-AIHX, D-AIHY and D-AIHZ), operating out of Frankfurt. The return of the A340-600 was short-lived as more A350-900s and Boeing 787s joined Lufthansa’s fleet and took over the type’s long-haul routes.

Lufthansa had planned to retire its remaining A340-600s by the end of 2025 but only the five examples based at Munich were withdrawn during 2025. These were sold to Universal Sky Carrier, of which two remain in storage (D-AIHU and D-AIHV) and the other three are being used for spare parts.

In March 2026 D-AIHF was permanently withdrawn from use and the remaining four aircraft were retired on 19 October 2026 as Lufthansa reduced the number of long-haul aircraft it operated by six at the end of the summer season due to the ongoing Middle East conflict.

Airbus A340-642 D-AIHW operated Lufthansa’s final A340-600 revenue service on 19 October 2026. (Eric Salard, CC BY-SA 2.0)

D-AIHW operated the final A340-600 revenue service from Washington Dulles International Airport to Frankfurt.

Title image: A340-313 D-AIGS (BriYYZ, CC BY-SA 2.0)

Did you ever fly on a Lufthansa Airbus A340? Leave a comment below!

The aircraft, registered D-AIEM and named Hamm, has been flying around Europe in its unusual colour scheme for several months. However, rather than applying the entire design at once, Lufthansa has gradually added individual images throughout 2026.

Now, with the final two designs in place, the aircraft’s anniversary livery is complete.

Made by Many. Remembered by All.

The special design celebrates Lufthansa’s centenary in 2026, with the slogan “Made by many. Remembered by all.”

Unlike the airline’s other anniversary aircraft, which feature a large white crane against a dark blue background, this A321neo incorporates twelve colourful illustrations and photographs representing moments in Lufthansa’s history.

The images are arranged in frames around a large crane motif extending across the fuselage.

Lufthansa invited employees to submit their own memories and experiences, receiving more than 80 suggestions. A jury shortlisted 20 stories before employees voted to select the final twelve.

Among the stories featured are:

• A special repatriation flight from Frankfurt to Bogotá on 19 March 2020, bringing stranded passengers home during the Covid-19 pandemic.
• The opening of Lufthansa sales offices in Dresden in 1990, around the time of German reunification.
• Two flight attendants who met while skiing during a layover in Vancouver.
• A photograph celebrating Lufthansa’s first two female pilots, Nicola Lisy and Evi Hetzmannseder.

Each image also features a QR code linking to further information about the story behind it.

Where Can You See Lufthansa’s Special A321neo?

For aircraft enthusiasts, the good news is that D-AIEM will continue flying in its completed special livery until the end of 2028.

The aircraft operates on Lufthansa’s European network, giving spotters plenty of opportunities to photograph it at airports across the continent.

It also joins a growing collection of Lufthansa centenary aircraft. The airline currently has two Airbus A320neo aircraft, an A350-900, an A380, a Boeing 747-8 and a Boeing 787-9 wearing the distinctive blue-and-white 100th-anniversary scheme.

The airline’s first Airbus A350-1000, D-AIFA, is also expected to join the anniversary fleet in November 2026.

While the other aircraft celebrate Lufthansa’s familiar crane logo on a grand scale, D-AIEM offers something different: a flying collection of personal memories spanning decades of the airline’s history.

And with its colourful illustrations now complete, it is certainly one of the more unusual Lufthansa aircraft for plane spotters to look out for over the next two years.

But during the early 1980s, another widebody aircraft briefly wore Pan Am’s famous blue globe livery: the McDonnell Douglas DC-10.

Despite being one of the world’s most recognisable airlines, Pan Am operated the three-engined jet for only a few years, between 1980 and 1985.

So why did Pan Am acquire the DC-10, and why did it disappear from the fleet so quickly?

Pan Am’s Acquisition of National Airlines

The story begins not with an aircraft order, but with one of the most significant airline takeovers of the period.

For much of its history, Pan Am had concentrated on international flying. Its global network stretched across the Atlantic and Pacific, but it lacked the extensive domestic US network enjoyed by competitors such as American, United and Delta.

Following airline deregulation in the United States in 1978, this became an increasingly serious disadvantage.

Pan Am needed domestic routes to feed passengers onto its international services, and acquiring an existing airline seemed the quickest solution.

Its target was National Airlines, a well-established US carrier with a substantial network centred on Florida, particularly Miami, and routes connecting major American cities.

Pan Am completed the acquisition in January 1980, bringing National’s aircraft, routes and employees into its operation.

Among those aircraft was a fleet of McDonnell Douglas DC-10s.

The acquisition would ultimately prove expensive for Pan Am, contributing to the financial problems that troubled the airline throughout the following decade.

How Many DC-10s Did Pan Am Operate?

Pan Am DC-10-30; N82NA in July 1982. Photo: Aero Icarus

At the time of the merger, National Airlines operated 16 DC-10s, comprising two variants of the popular widebody trijet.

These were:

• 11x McDonnell Douglas DC-10-10s: The original, shorter-range version, intended primarily for domestic and medium-haul services.
• 5x McDonnell Douglas DC-10-30s: The longer-range variant, equipped with a centre main landing gear and additional fuel capacity, making it suitable for transatlantic flights.

There is an interesting detail concerning the fleet total. Pan Am initially inherited 16 aircraft, but one of National’s outstanding DC-10-30 orders was delivered directly to Pan Am in August 1980.

This aircraft, registered N84NA, brought the airline’s total DC-10 fleet to 17 aircraft.

The aircraft retained their National Airlines registrations, including the distinctive NA suffix, despite receiving Pan Am’s famous blue and white colours.

Many were also given traditional Pan Am Clipper names, continuing a naming convention that had been associated with the airline for decades.

Where Did Pan Am Fly Its DC-10s?

A Pan Am DC-10 in the line-up at Frankfurt in 1982. Photo: simon butler

The two DC-10 variants performed rather different roles within Pan Am’s network.

The shorter-range DC-10-10s were principally used on the domestic routes inherited from National Airlines. These included important services connecting Miami with New York JFK, Los Angeles and San Francisco, sometimes operating via Houston or New Orleans.

These were high-density routes where the DC-10’s substantial passenger capacity was particularly useful.

The DC-10-30s, meanwhile, offered Pan Am an opportunity to operate transatlantic routes that did not necessarily justify the capacity of a Boeing 747.

They appeared regularly at European airports including London Heathrow, Paris Orly, Frankfurt, Amsterdam and Munich.

Other destinations included London Gatwick, Glasgow Prestwick and Stockholm, while DC-10s were also used on leisure-oriented routes to Caribbean destinations such as St Lucia, San Juan and Barbados.

At one stage, Pan Am introduced high-density seating arrangements on some DC-10s, with ten seats abreast in economy class.

This allowed the aircraft to carry more passengers on routes where demand for premium accommodation was relatively limited.

For plane spotters in the early 1980s, the sight of a Pan Am DC-10 at Heathrow or other major European airports was therefore not particularly unusual, even though the type would become a relatively short-lived member of the fleet.

Why Did Pan Am Get Rid of Its DC-10s?

Despite the DC-10’s usefulness, Pan Am soon found itself operating a complicated collection of widebody aircraft.

Alongside its Boeing 747s, the airline had introduced the Lockheed L-1011-500 TriStar, which was intended to serve many of the same long-haul routes as the DC-10-30.

Operating two different three-engined widebody types, in addition to the 747, created additional costs associated with crew training, maintenance and spare parts.

At the same time, Pan Am’s financial position was deteriorating.

The National Airlines acquisition had been extremely expensive, and the hoped-for benefits of combining domestic and international networks were proving difficult to realise.

Pan Am needed to simplify its operations and raise money.

The DC-10 fleet was an obvious candidate for disposal, particularly as the airline remained heavily committed to the Boeing 747.

Pan Am Swapped Its DC-10s for Boeing 747s

N145AA with American Airlines was previously N60NA with National and Pan Am. Photo: Aero Icarus

In November 1983, Pan Am reached an unusual agreement with American Airlines.

American was itself looking to rationalise its widebody fleet. It operated both Boeing 747s and DC-10s, but found the smaller trijet better suited to many of its routes.

The two airlines therefore agreed to exchange aircraft.

Under the arrangement, American would acquire 15 of Pan Am’s DC-10s, comprising eleven DC-10-10s and four DC-10-30s, in exchange for up to eight Boeing 747s.

The first aircraft was transferred in November 1983, with the bulk of the exchange completed during 1984.

For American, the deal expanded its existing DC-10 fleet, while Pan Am received additional Boeing 747s that fitted more naturally into its international operation.

It was an unusual example of two major airlines effectively trading aircraft types to better suit their respective networks.

What Happened to Pan Am’s Remaining DC-10s?

FedEx DC-10 N554FE previously flew for Pan Am. Photo: BriYYZ

The aircraft that went to American Airlines were refurbished and repainted in the carrier’s distinctive polished-metal livery. Many continued flying for American well into the 1990s, long after Pan Am itself had disappeared.

The final DC-10-10 to leave Pan Am was N70NA, transferred to American in June 1984.

One aircraft remained after the American deal: DC-10-30 N84NA. This aircraft was subsequently transferred to United Airlines in April 1985, associated with Pan Am’s sale of its Pacific operations.

That marked the end of the DC-10’s brief career with Pan Am, just five years after the type had first appeared in its fleet.

Some former Pan Am aircraft went on to enjoy remarkably long careers with other operators, including cargo airlines.

One example, originally registered N66NA, later flew for FedEx as N554FE and remained in service until December 2016.

It was an impressive lifespan for an aircraft that had started its career with National Airlines before briefly wearing the colours of one of aviation’s most famous names.

For Pan Am, the DC-10 was never really a planned long-term fleet type. Instead, it was a consequence of the National Airlines takeover and the airline’s attempt to build a domestic network.

Nevertheless, for a few years, the distinctive sight of a Pan Am DC-10 was part of everyday life at airports across the United States, Europe and the Caribbean.

Do you remember seeing or flying on a Pan Am DC-10? Let us know your memories in the comments below.

Title image: Aero Icarus

The final aircraft, SP-LDH, operated a farewell rotation between Warsaw and Vienna, with flight LO222 from Vienna to Warsaw marking the type’s final scheduled passenger service with the Polish flag carrier.

It is a particularly significant retirement because LOT was the worldwide launch customer for the Embraer E170, introducing the aircraft into commercial service back in March 2004.

LOT Was the First Airline to Fly the Embraer E170

LOT’s relationship with the E170 began on 8 March 2004, when its first example, SP-LDA, arrived in Warsaw following a delivery flight from Embraer’s factory in São José dos Campos, Brazil.

The aircraft travelled via Recife, Cape Verde and Málaga before reaching Poland.

On 17 March 2004, SP-LDA made aviation history by operating the world’s first commercial Embraer E170 passenger flight, between Warsaw and Vienna.

It is therefore fitting that the airline’s final E170 service is taking place on exactly the same route, more than two decades later.

The E170 represented a major improvement in regional air travel. With a spacious cabin, four-abreast seating and no middle seats, it offered passengers greater comfort than many earlier regional jets.

It was also LOT’s first aircraft equipped with winglets and fully electronic fly-by-wire flight controls.

How Many Embraer E170s Did LOT Operate?

LOT operated 10 Embraer E170 aircraft over the course of its 22-year association with the type.

Configured with between 70 and 76 seats, the aircraft became familiar sights at Warsaw Chopin Airport and destinations throughout Europe.

They regularly operated services to cities such as Prague, Copenhagen, Budapest and Vienna, alongside domestic Polish routes.

According to LOT, its E170 fleet achieved some impressive milestones:

• 13.8 million passengers carried
• Almost 300,000 flights completed
• More than 455,000 flying hours
• Over 230 million kilometres travelled

The fleet also featured several memorable special liveries.

SP-LDC carried artwork promoting Poland’s Małopolska region, while SP-LDI wore a colourful Great Orchestra of Christmas Charity scheme.

SP-LDH itself previously promoted the animated film Planes: Fire & Rescue, while SP-LDF carried advertising for the Polish confectionery brand Ptasie Mleczko.

Two aircraft, SP-LDC and SP-LDK, also appeared in Star Alliance colours.

What Happens to LOT’s Embraer E170 Fleet Now?

The retirement of SP-LDH completes the gradual withdrawal of LOT’s original E170 fleet. The first aircraft, SP-LDA, had already left the airline in 2014.

LOT has not confirmed the ultimate destination or future use of SP-LDH in its retirement announcement. Whether the aircraft will find another operator remains to be seen.

However, the airline’s relationship with Embraer is far from over.

LOT continues to operate other members of the original E-Jet family, including the E175, E190 and E195, alongside the newer-generation E195-E2, which joined the fleet in 2024.

The airline is also preparing for a significant regional fleet renewal, having selected the Airbus A220 with an order for 40 aircraft, scheduled for delivery between 2027 and 2031.

These aircraft will help modernise LOT’s short-haul operations in the coming years.

The End of an Era

The E170 helped establish Embraer’s E-Jet family as one of the most successful regional aircraft programmes of the modern era.

For LOT, it became a dependable workhorse, connecting Warsaw with cities across Europe and helping feed passengers into the airline’s growing international network.

With SP-LDH’s final arrival in Warsaw, the carrier will close a chapter that began with a world-first flight to Vienna in 2004.

The Need for a Longer-Range Boeing 747

Boeing 747SP-38 VH-EAB (Daniel Tanner, CC BY-SA 4.0)

When the original Boeing 747-100 entered service with Pan American World Airways in January 1970, it transformed long-haul aviation.

Its enormous passenger capacity allowed airlines to carry hundreds of travellers between major cities, while the improved 747-200 offered more powerful engines, greater payload and additional range.

However, there was still a problem. Some of the world’s longest air routes were beyond the practical capabilities of existing 747s, particularly when carrying a commercially viable passenger load.

Pan Am wanted to operate non-stop services between New York and destinations in the Middle East, while Iran Air was interested in connecting Tehran and New York without an intermediate stop.

There was also demand for an aircraft capable of flying long distances with fewer passengers than a conventional 747.

Boeing needed something different. Its solution was to develop a shortened version of the Jumbo Jet, originally known as the 747SB (Short Body), before receiving the designation 747SP – Special Performance.

Why Was the Boeing 747SP So Short?

Kambui, CC BY 2.0 <https://creativecommons.org/licenses/by/2.0>, via Wikimedia Commons

The most obvious difference between the 747SP and other early Jumbo Jets was its unusually short fuselage.

Boeing removed approximately 48 feet (14.7 metres) from the standard 747, reducing its overall length to just 56.3 metres.

This gave the aircraft its distinctive, somewhat stubby appearance, with the original 747’s enormous wings seemingly oversized for the shortened fuselage.

However, there was a very good reason for the change. By removing sections of fuselage, Boeing significantly reduced the aircraft’s empty weight.

The 747SP was approximately 45,000lb (20 tonnes) lighter than a comparable 747-200.

Combined with its large fuel capacity, this meant the aircraft could travel considerably further without refuelling.

While a typical early 747-200 had a range of around 5,000 nautical miles, the 747SP could fly approximately 5,800 nautical miles with a representative passenger load.

It was an impressive achievement for the mid-1970s.

What Else Was Different About the 747SP?

Braniff flew the 747SP in its bright orange livery. Photo: clipperarctic

The shorter fuselage was only part of the story. Boeing made several other changes to improve the aircraft’s performance.

1. A Larger Tail

Because of the shorter fuselage, the 747SP required redesigned tail surfaces to maintain adequate stability and control.

Its vertical tail was taller, while the horizontal stabilisers were also enlarged.

These changes contributed to the aircraft’s distinctive appearance.

2. A Redesigned Wing and Flaps

Although the 747SP retained the basic wing design of the original Jumbo Jet, Boeing introduced lighter construction and simplified the trailing-edge flaps.

The complex triple-slotted flaps of the standard 747 were replaced by single-slotted flaps, reducing weight and drag.

The familiar flap-track fairings beneath the wings were also eliminated.

3. Higher Cruising Speeds

The 747SP was not simply designed to fly further. It was also capable of flying faster.

Its normal cruising speed was around Mach 0.86, compared with approximately Mach 0.84 for many conventional 747 operations.

On ultra-long-haul routes, this could help reduce journey times.

4. Fewer Passengers

Naturally, shortening the fuselage meant sacrificing seating capacity.

Whereas a typical 747-100 or 747-200 might accommodate around 350–400 passengers in a conventional configuration, the 747SP generally carried approximately 230–300.

Boeing was effectively trading passenger capacity for range. This made the aircraft particularly attractive for long, relatively thin routes where airlines could not consistently fill a larger Jumbo Jet.

Pan Am Introduces the 747SP

A Pan Am 747SP. Photo: Aero Icarus

The Boeing 747SP made its first flight on 4 July 1975, with Pan Am becoming the launch customer.

The first aircraft was delivered in March 1976, and the type entered commercial service on 25 April that year, operating between New York and Tokyo.

The aircraft soon demonstrated its exceptional long-distance capabilities. In May 1976, a Pan Am 747SP named Liberty Bell Express completed a record-breaking flight around the world, travelling via New Delhi and Tokyo.

The journey took just over 46 hours, setting a remarkable new record for a commercial airliner.

For a time, the 747SP was the longest-range passenger aircraft available, a distinction it retained until the introduction of the Boeing 747-400 in 1989.

Which Airlines Flew the Boeing 747SP?

Boeing 747SP-21 N147UA was delivered to United Airlines in February 1986. The aircraft is currently preserved at the FAA William J. Hughes Technical Center, Atlantic City International Airport, New Jersey, USA, where it is used for research purposes. (Tim Rees, distributed under a GFDL 1.2 Licence)

Although relatively few were built, the 747SP found its way into the fleets of several well-known airlines.

Among the most notable operators were:

• Pan Am: The launch customer, using the aircraft on long-distance international services.
• Iran Air: Operated the 747SP on prestigious long-haul routes, including Tehran–New York.
• South African Airways: Used the type to operate long-distance flights, particularly important when international political restrictions limited available routings.
• Qantas: Operated two examples, including on long-distance services across the Pacific.
• China Airlines: Used the 747SP extensively on international routes.
• Braniff International: Briefly operated the type as part of its ambitious international expansion.
• United Airlines: Acquired former Pan Am examples and continued operating them into the 1990s.
• Syrian Arab Airlines: Operated the type on international services.

Other operators included Air Mauritius and several government and private flight departments.

Why Wasn’t the Boeing 747SP More Successful?

A side-by-side comparison of the Boeing 747-100 and 747SP. Photo: Internet Archive / Transportation Archive

Despite its remarkable performance, the 747SP was never a major commercial success.

Boeing initially anticipated a market for around 200 aircraft, but ultimately built just 45 examples. There were several reasons for this.

Firstly, the aircraft’s four engines and relatively small passenger capacity made it expensive to operate compared with other widebody aircraft.

It was exceptionally good at flying long distances, but there were relatively few routes where that capability was essential.

Secondly, improvements to the conventional 747-200 reduced some of the SP’s advantages.

The introduction of newer long-range aircraft, including the Boeing 767 and later the 747-400, further diminished its appeal.

Rising fuel prices also made operating four engines with fewer passengers increasingly difficult to justify.

Regular production ended in the early 1980s, although Boeing completed one final aircraft for the Abu Dhabi government in 1987.

Are Any Boeing 747SPs Still Flying?

The former SOFIA 747SP now resides at the Pima Air & Space Museum

The 747SP enjoyed a remarkable second career after disappearing from scheduled airline service.

Its long range and relatively compact size made it popular with governments, private operators and VIP transport organisations.

Perhaps the most famous example was NASA’s SOFIA (Stratospheric Observatory for Infrared Astronomy), a former Pan Am and United Airlines aircraft converted into an airborne observatory.

It carried a large infrared telescope inside the rear fuselage, allowing scientists to observe the universe from above much of the Earth’s atmosphere.

SOFIA operated until September 2022 and is now preserved at the Pima Air & Space Museum in Arizona.

As of 2026, the most notable remaining active example is a 747SP used by Pratt & Whitney Canada as a flying engine testbed, registered C-FPAW.

A number of other aircraft survive in storage or preservation, although regular passenger airline operations are now firmly in the past.

The 747SP may not have achieved the sales success Boeing anticipated, but it remains one of the most fascinating members of the Jumbo Jet family.

Its unusual proportions, extraordinary range and distinctive airline history have made it a firm favourite among aviation enthusiasts.

Did you ever fly on a Boeing 747SP, or manage to photograph one during its airline career? Let us know in the comments!

Title image: Colin Cooke