When Airbus launched the A320neo family in 2010, it naturally included an updated A319neo. Yet, more than a decade later, the smallest member of the family has become little more than a footnote. Instead, the Airbus A220 has emerged as the aircraft of choice in the 100-150 seat market, to the point where Airbus executives are increasingly positioning it as the company’s smallest mainstream narrowbody, leaving the A319neo with only a tiny order book.

So why did this happen?

The A319neo Was Never Designed for This Market

The biggest challenge facing the A319neo is that it wasn’t designed from scratch.

Like the A318, A319, A320 and A321 before it, the A319neo is based on a fuselage that first flew in 1987. While the addition of new engines, sharklets and aerodynamic improvements significantly reduced fuel burn, the aircraft remained a shortened version of a larger design.

That brings inevitable compromises.

The aircraft carries much of the same wing, landing gear and systems as its larger siblings, meaning its structural weight is relatively high for the number of passengers it carries. Those costs are spread across fewer seats than an A320neo or A321neo, making the economics less attractive.

By contrast, the A220 was conceived specifically for this market.

Originally developed by Bombardier as the CSeries, it was designed around modern lightweight structures, advanced aerodynamics and Pratt & Whitney geared turbofan engines from the outset. Every aspect of the aircraft was optimised for carrying between around 100 and 150 passengers efficiently.

Airlines Want Efficiency Above All Else

For airlines, cost per seat is everything.

Although the A319neo delivers substantial fuel savings over the previous-generation A319ceo, it simply cannot match the purpose-built efficiency of the A220 on many missions.

The A220 is lighter, burns less fuel per passenger on typical short- and medium-haul sectors, and offers lower operating costs in the market segment that both aircraft target. For airlines looking to replace ageing Airbus A319s, Boeing 737-700s, Embraer 190s or regional jets, the A220 increasingly became the obvious choice.

Passengers Prefer the A220

The A220 hasn’t just won over airlines, it has also become a favourite with passengers.

Its five-abreast cabin (2-3 seating) means there is only one middle seat in each row, while wider seats, larger windows, lower cabin noise and generous overhead bins create a noticeably more modern travelling experience.

Airbus says the A220 consistently achieves some of the highest passenger satisfaction scores among airline fleets, making it attractive not only for operating economics but also for customer experience.

The Market Has Moved Upwards

Ironically, another factor has worked against the A319neo: airlines now want larger aircraft.

As airports become busier and pilot shortages persist in many regions, airlines increasingly maximise each slot by using larger aircraft.

Within Airbus’ own product line, the A321neo has become the runaway success story, attracting the majority of new orders, while the A320neo continues to dominate the middle of the market.

The A319neo has effectively been squeezed from both directions.

Airlines needing around 140 seats increasingly favour the A220-300, while those wanting more capacity simply move up to the A320neo or A321neo. There is very little room left in the middle for the A319neo.

Orders Tell the Story

Perhaps the clearest evidence comes from the sales figures.

The A319neo has attracted only a handful of orders compared with its larger siblings, with several customers converting their commitments to larger A320neo-family aircraft instead. Today, only a small number are in airline service, primarily with operators in China.

The A220, meanwhile, has enjoyed steadily growing success since Airbus took over the former Bombardier programme in 2018. The family has now surpassed 1,000 firm orders and is operated by airlines including Delta Air Lines, Air France, JetBlue, airBaltic, Swiss and Air Canada, with Airbus continuing to ramp up production.

Could the A220 Become Even More Important?

The A220’s influence may not stop here.

Airbus is actively studying a stretched A220-500, which would add around five additional rows of seating and move the aircraft closer to today’s A320neo in capacity. Airline interest has been strong, and Airbus has indicated it is evaluating what it describes as a relatively “simple” stretch once production of the existing variants reaches higher rates.

If launched, the A220-500 could place even greater pressure on the lower end of the A320neo family, reinforcing the A220’s position as Airbus’ dedicated aircraft for the smaller single-aisle market.

The Right Aircraft at the Right Time

The A319neo isn’t a poor aircraft. In many ways, it is exactly what Airbus intended it to be: a modernised version of a proven airliner.

The problem is that the market changed.

Airlines no longer wanted a shortened derivative when a clean-sheet alternative existed that offered lower operating costs, a better passenger experience and performance tailored specifically to the 100-150 seat sector.

For Airbus, acquiring the Bombardier CSeries programme may prove to have been one of its smartest strategic decisions. Rather than forcing the A319neo to compete in a market for which it was never truly optimised, the manufacturer now has an aircraft purpose-built for the role.

As a result, the A220 hasn’t merely complemented the A319neo, it has effectively replaced it.

The aircraft, registered D-AIFA, is the first of 15 Airbus A350-1000s on firm order for the German flag carrier and forms part of Lufthansa’s centenary celebrations, which are taking place throughout 2026.

The eye-catching design features an oversized version of Lufthansa’s iconic crane logo sweeping across the rear fuselage, matching the commemorative scheme already carried by several aircraft in the airline’s anniversary fleet. These include a Boeing 787-9, Airbus A350-900, Airbus A380, Boeing 747-8 and selected narrowbody aircraft.

New Flagship For Munich

Following delivery from Airbus, D-AIFA will be based at Munich Airport, where it will operate alongside much of Lufthansa’s existing Airbus A350-900 fleet.

Munich has become Lufthansa’s primary Airbus A350 hub in recent years, with the efficient twinjet operating many of the airline’s long-haul services from southern Germany. The arrival of the larger A350-1000 will further strengthen the airline’s premium long-haul operation from the airport.

The Airbus A350-1000 is around seven metres longer than the A350-900 and offers greater passenger capacity while maintaining the type’s reputation for excellent fuel efficiency and reduced emissions.

Lufthansa’s A350-1000 Fleet

Lufthansa has ordered 15 Airbus A350-1000s, with options for a further 25 aircraft. The type will become the airline’s new flagship on many long-haul routes and is expected to feature Lufthansa’s latest Allegris premium cabin products throughout.

The aircraft are intended to replace older four-engined Airbus A340-600s and provide increased capacity on high-demand intercontinental services while offering lower operating costs and improved environmental performance.

With D-AIFA now painted in its commemorative colours, the aircraft is entering the final stages of preparation before delivery, ensuring Lufthansa’s newest flagship will also become one of its most distinctive as the airline celebrates 100 years since its founding.

]]> https://www.airportspotting.com/lufthansas-first-airbus-a350-1000-spotted/feed/ 0 https://www.airportspotting.com/vueling-reveals-first-boeing-737-max-routes/ https://www.airportspotting.com/vueling-reveals-first-boeing-737-max-routes/#respond Mon, 13 Jul 2026 13:50:09 +0000 https://www.airportspotting.com/?p=28513 Spanish low-cost carrier Vueling has unveiled the first routes that will see its new Boeing 737 MAX 8-200 aircraft enter commercial service later this year, marking the beginning of one of the most significant fleet changes in the airline’s history.

For more than two decades, Vueling has operated an exclusively Airbus narrowbody fleet. However, from December 2026 the airline will begin introducing Boeing aircraft for the first time as parent company IAG pushes ahead with its mixed-fleet strategy.

First 737 MAX Routes Confirmed

According to newly filed schedules, the Boeing 737 MAX 8-200 will make its operational debut on 18 December 2026.

Initially, the aircraft will operate only selected flights on a handful of routes from the airline’s main hub at Barcelona-El Prat Airport (BCN) before gradually becoming more widespread.

The first planned destinations include:

• Alicante
• Fuerteventura
• Ibiza
• Málaga
• Palma de Mallorca
• Paris Charles de Gaulle
• Paris Orly
• Rome Fiumicino
• Seville

Source: Aeroroutes

The inaugural day of operations is expected to include services between Barcelona and:

• Alicante
• Rome Fiumicino
• Palma de Mallorca

As is always the case with newly filed schedules, aircraft allocations remain subject to change before the winter season begins.

A Historic Fleet Change

The move represents a remarkable departure for Vueling.

Since launching operations in 2004, the Barcelona-based airline has built its business around the Airbus A320 family, operating A319s, A320s, A320neos, A321s and A321neos. Introducing the Boeing 737 MAX means pilots, engineers and cabin crew will all require new training while maintenance and operational procedures are expanded to accommodate a second aircraft family.

The aircraft entering service are the Boeing 737 MAX 8-200, a high-capacity version originally developed for low-cost carriers. Seating around 197-200 passengers in a single-class layout, the type offers significantly lower fuel burn and operating costs compared with previous-generation aircraft.

Why Boeing?

The change follows IAG’s decision to allocate its order for 50 Boeing 737 MAX aircraft to Vueling.

The order comprises:

• 25 Boeing 737 MAX 8-200s
• 25 Boeing 737 MAX 10s

The first three aircraft are expected to arrive before the end of 2026, with additional deliveries continuing over the coming years.

Although introducing a second aircraft type inevitably increases operational complexity, the move gives Vueling greater fleet flexibility and reduces reliance on a single manufacturer. The high-density MAX 8-200 is also well suited to the airline’s busy Mediterranean network, where demand often peaks during holiday periods.

Current Fleet

Before the arrival of the Boeing fleet, Vueling operates approximately 140 Airbus aircraft comprising:

• Airbus A319-100
• Airbus A320-200
• Airbus A320neo
• Airbus A321-200
• Airbus A321neo

The airline serves more than 100 destinations across Europe, North Africa and the Mediterranean from its principal base in Barcelona, alongside major operations at Paris-Orly, Bilbao and several other Spanish airports.

With the Boeing 737 MAX now just months away from entering service, Vueling is preparing for the biggest operational transformation in its history—bringing an end to more than 20 years as one of Europe’s best-known all-Airbus airlines.

]]> https://www.airportspotting.com/vueling-reveals-first-boeing-737-max-routes/feed/ 0 https://www.airportspotting.com/anas-unique-airbus-a380-fleet-what-makes-the-flying-honu-so-special/ https://www.airportspotting.com/anas-unique-airbus-a380-fleet-what-makes-the-flying-honu-so-special/#respond Mon, 13 Jul 2026 09:02:01 +0000 https://www.airportspotting.com/?p=28507 While most Airbus A380 operators use the superjumbo on multiple high-capacity routes, Japan’s All Nippon Airways (ANA) has taken a very different approach.

The airline operates just three Airbus A380-800s, and every one of them is dedicated to a single destination: Honolulu, Hawaii. Adorned in colourful sea turtle-inspired liveries, the aircraft have become some of the most recognisable A380s in the world.

But with only three aircraft flying one route, many enthusiasts have begun asking an obvious question: how long will they remain in service?

Why Did ANA Buy the A380?

Masakatsu Ukon, CC BY-SA 2.0 <https://creativecommons.org/licenses/by-sa/2.0>, via Wikimedia Commons

ANA wasn’t originally expected to become an A380 operator.

The airline acquired the aircraft as part of its takeover of Skymark Airlines, which had ordered six A380s but entered bankruptcy before taking delivery. As part of the restructuring agreement, ANA accepted three of the aircraft, while the remaining three undelivered examples were eventually absorbed into Airbus’ inventory.

Although the order wasn’t part of ANA’s original fleet strategy, the airline quickly found a role for the aircraft by targeting one of Japan’s most popular overseas holiday destinations.

ANA A380 at the gate. Photo: Charles

Meet the Flying Honu Fleet

ANA’s Airbus A380 fleet consists of three aircraft:

Each aircraft carries a unique “Flying Honu” livery.

“Honu” is the Hawaiian word for green sea turtle, an animal regarded in Hawaiian culture as a symbol of good luck, longevity and safe travel. Together, the three aircraft represent:

• Blue (“Lani”) – the Hawaiian sky
• Green (“Kai”) – the Hawaiian ocean
• Orange (“Lā”) – the Hawaiian sunset

The colourful aircraft have become hugely popular with aviation enthusiasts, making them among the world’s most photographed Airbus A380s.

Flying Exclusively to Hawaii

ANA A380 in Honolulu, Hawaii Aero Icarus

Unlike Emirates, Singapore Airlines or British Airways, ANA does not spread its A380 fleet across a network of destinations.

Instead, every scheduled A380 flight operates between Tokyo Narita and Honolulu. The route has long been one of Japan’s busiest leisure markets, with Hawaii remaining one of the country’s favourite overseas holiday destinations.

The aircraft entered service in May 2019 and continue to operate the Narita-Honolulu route year-round, with ANA adjusting frequencies seasonally depending on demand.

A Cabin Designed for Families

ANA configured its A380s very differently from many other operators.

Each aircraft seats 520 passengers across four classes:

• 8 First Class
• 56 Business Class
• 73 Premium Economy
• 383 Economy

One of the fleet’s unique features is ANA COUCHii, allowing groups of three or four economy seats to convert into a sofa-style space for families travelling with young children.

The aircraft also includes family-friendly facilities, a dedicated multi-purpose room and Hawaii-themed interiors, reflecting the route’s strong leisure focus.

Could ANA Retire Them Early?

Photo: Kevin Hackert

The idea surfaces regularly among aviation enthusiasts.

After all, operating just three Airbus A380s creates obvious challenges. The type requires dedicated maintenance, specialised crew training and spare parts support for a very small fleet.

Meanwhile, ANA’s long-haul fleet is otherwise built around the much more flexible Boeing 787 Dreamliner, with additional Boeing 777-9s expected to join in the coming years.

However, despite occasional speculation, there is no indication that ANA plans to retire the A380s in the near future.

In fact, the airline has continued investing in the fleet. The third aircraft only entered commercial service in late 2023 after spending an extended period in storage during the pandemic, and the A380 continues to feature prominently in ANA’s published schedules for 2026 on the Tokyo Narita-Honolulu route.

Why They May Stay

There are several reasons why the Flying Honu fleet could remain part of ANA’s network for many years.

Firstly, the aircraft have become an important marketing tool. The distinctive liveries are recognised worldwide and reinforce ANA’s close association with Hawaii.

Secondly, the Tokyo-Honolulu market remains ideally suited to a high-capacity aircraft. Rather than operating additional frequencies, ANA can transport more than 500 passengers in a single flight while offering premium cabins and family-friendly products that are difficult to match on smaller aircraft.

Finally, the aircraft are still relatively young. Delivered between 2019 and 2021, they are among the newest A380s in the world and have many years of economic life remaining.

Boeing’s Famous TriJet – the 727

RuthAS, CC BY 3.0 <https://creativecommons.org/licenses/by/3.0>, via Wikimedia Commons

Active Boeing 727s Today

Oldest Surviving 727

Download Our Boeing 727 Special

Perhaps best of all, aircraft approach directly over Mackenzie Beach, creating one of Europe’s classic plane spotting locations. Add in a hotel overlooking the approach path, and it’s easy to see why Larnaca has become a favourite destination for spotters looking to combine a holiday with some aviation photography.

About Larnaca Airport

Larnaca is Cyprus’ busiest airport and the island’s principal international gateway.

The airport took on this role following the division of Cyprus in 1974, when Nicosia International Airport ceased commercial operations after the Turkish invasion. Since then, Larnaca has developed into one of the eastern Mediterranean’s busiest airports, handling millions of passengers each year on scheduled, charter and low-cost flights.

Today it serves as the main base for Cyprus Airways and TUS Airways, while welcoming airlines from across Europe, the Middle East and beyond.

The airport has a single runway (04/22), with a modern passenger terminal occupying the south-western side of the airfield. At the opposite end is a remote apron used by cargo aircraft, business aviation and occasional military visitors.

What Airlines Operate Here?

Although holiday traffic dominates during the summer, Larnaca enjoys a surprisingly diverse route network throughout the year.

Cyprus Airways and TUS Airways operate scheduled services across Europe and the eastern Mediterranean, while major low-cost airlines such as easyJet and Wizz Air maintain extensive networks from the airport.

You’ll also find regular services from:

• Aegean Airlines
• airBaltic
• British Airways
• Edelweiss
• Jet2.com
• TUI Airways
• Lufthansa Group airlines
• Air Serbia
• EL AL, Israir and Arkia
• Emirates
• Qatar Airways
• Royal Jordanian
• Middle East Airlines
• EgyptAir

Depending on the season and geopolitical situation, Larnaca has also attracted airlines from Central Asia, the Caucasus and former Soviet republics, giving enthusiasts the chance to photograph aircraft that are rarely seen elsewhere in Europe.

The airport is much busier in the summer months.

Movements are dominated by Airbus A320-family aircraft and Boeing 737s, but the variety of operators keeps things interesting throughout the day.

Is It Worth Visiting?

Absolutely.

While it cannot compete with Europe’s largest hubs for sheer traffic volume, Larnaca offers something arguably more appealing: variety.

The mix of European leisure airlines, Middle Eastern carriers and regional operators makes almost every hour different, while the famous beach approach creates some outstanding photography opportunities.

For enthusiasts looking for unusual airlines in excellent weather, Larnaca is one of the Mediterranean’s finest spotting destinations.

Best Plane Spotting Locations at Larnaca

Taken at Larnaca from Mackenzie Beach. Photo: Martyn Cartledge

Mackenzie Beach

Situated immediately beneath the approach to runway 22, aircraft pass low overhead just seconds before touchdown, creating spectacular viewing and photography opportunities. The beach is lined with cafés and restaurants, making it easy to spend an entire afternoon watching arrivals while enjoying the Mediterranean sunshine.

When runway 04 is in use, departures climb out directly over the beach, although landing traffic naturally provides the most dramatic views.

Eastern Apron Viewpoint

For enthusiasts interested in cargo and biz jets, another useful viewpoint can be found along the B4 road behind the airport.

Driving from the terminal towards Mackenzie Beach, look for a small hill on the right shortly after one of the roundabouts. From here, a good telephoto lens provides views across the remote apron where executive jets, cargo aircraft and occasional military visitors park.

As this is close to the airport perimeter, it’s best not to remain here for extended periods if approached by airport security.

The Best Hotel for Plane Spotters

Distant views of Larnaca Airport from the Flamingo Beach Hotel rooftop.

The Flamingo Beach Hotel remains one of the best-known spotting hotels in Europe and continues to operate on Mackenzie Beach, just minutes from the runway threshold. Rooms facing the airport—particularly those on the upper floors—offer excellent views of aircraft on final approach, while the hotel’s rooftop terrace is another superb place to watch the action. Its location means you can simply walk onto the beach whenever runway 22 is active, making it an ideal base for an aviation-focused visit.

[Read our review of the Flamingo Beach Hotel]

Have you been plane spotting at Larnaca? Any tips on the best spots? Leave a comment below!

World Airport Spotting Guides

For tips on spotting at hundreds of airports around the world, including Larnaca, check out World Airport Spotting Guides.

Now in its latest edition, it covers 350+ airports in 50 countries, giving details on airport layouts, airline and aircraft operators, and directions to the best plane spotting locations. It also includes details of spotting hotels and nearby aviation museums.

You can order your copy from this link.

The loss of Flight 1008 claimed the lives of all 146 passengers and crew on board, making it the deadliest accident in Dan-Air’s history and one of the worst aviation disasters involving a British airline at the time.

A Holiday Flight to Tenerife

The accident aircraft. Photo: Rob Hodgkins

Dan-Air Flight 1008 was a charter service from Manchester to Tenerife North Airport (then known as Los Rodeos), carrying 138 holidaymakers and eight crew aboard a Boeing 727-46 registered G-BDAN.

Built in 1966, the trijet had joined Dan-Air’s fleet in 1974 after earlier service in the United States. By 1980 it had accumulated more than 30,000 flying hours and was one of several Boeing 727s that had joined the airline.

The flight across the Bay of Biscay and into the Canary Islands was routine. Weather around Tenerife, however, was less forgiving. Low cloud obscured the mountainous interior of the island, requiring aircraft to rely entirely on instrument procedures during their approach.

Confusion During the Approach

As Flight 1008 neared Tenerife North, it was sequenced behind a slower Iberia aircraft. Air traffic control instructed the Dan-Air crew to enter a holding pattern near the airport before commencing their approach.

The problem was that this was not one of the published holding procedures available on the crew’s approach charts.

Although the instructions were acknowledged, ambiguity over exactly how the hold should be flown soon led to a fatal navigational error. Instead of remaining clear of the island’s mountainous terrain, the Boeing 727 drifted towards high ground while descending.

Unaware of the developing danger, the aircraft continued descending after being cleared to 5,000 feet—an altitude that was safe for the intended procedure, but not for the path the aircraft had actually taken.

A Desperate Final Attempt

Moments later, the Ground Proximity Warning System (GPWS) sounded, warning the crew that terrain lay directly ahead.

The pilots immediately applied full power and attempted to climb away from danger. However, believing they were in a different position to where they actually were, the captain initiated a steep right turn.

At 13:21 local time, the Boeing 727 struck the forested slopes of Mount La Esperanza while still in cloud. The aircraft broke apart on impact and was destroyed. There were no survivors.

What Caused the Crash?

The official Spanish investigation concluded that the accident was a classic example of Controlled Flight Into Terrain (CFIT), where an aircraft under full control is inadvertently flown into the ground.

Investigators determined that the flight crew had incorrectly interpreted the unpublished holding procedure and descended into an area where the minimum safe altitude was far higher than the altitude they had been cleared to fly.

However, the subsequent British conclusion to the investigation painted a more complex picture.

It found that the instructions issued by air traffic control had been ambiguous and that the unpublished holding pattern itself was unsuitable for a Boeing 727 to fly accurately. The report also concluded that the aircraft should never have been cleared below 7,000 feet while operating in that area, noting that the assigned altitude of 5,000 feet left no safe terrain clearance.

Rather than blaming a single error, the investigation highlighted how misunderstandings, unclear procedures and inadequate terrain protection combined to produce a catastrophe.

Dan-Air’s Darkest Day

The accident was a devastating blow for Dan-Air London.

Founded in 1953, the airline had built an excellent reputation operating inclusive-tour charters, scheduled services and ad hoc flights across Europe. Its fleet of Comets, HS.748s, One-Elevens, 727s and later 737s became a familiar sight at British regional airports throughout the 1970s and 1980s.

Although the airline continued to grow following the accident, Flight 1008 remained its worst-ever disaster involving fare-paying passengers. Dan-Air would eventually be acquired by British Airways in 1992, bringing one of Britain’s best-loved independent airlines to an end.

Remembering Flight 1008

Dan Air 1008 Memorial in Manchester. Plucas58, CC BY-SA 4.0 <https://creativecommons.org/licenses/by-sa/4.0>, via Wikimedia Commons

Today, more than four decades later, Flight 1008 is sometimes overshadowed by the far more widely known Tenerife Airport Disaster of 1977, which also occurred at Tenerife North Airport.

Yet the accident remains a significant event in British aviation history. It reinforced the importance of clearly published instrument procedures, unambiguous air traffic control phraseology and maintaining safe terrain clearance at all times during instrument approaches.

For those who remember seeing Dan-Air’s Boeing 727s arriving at airports around Britain, Flight 1008 also serves as a poignant reminder of an airline that played an important role in UK aviation—and of the 146 people whose holiday ended in tragedy on the slopes of Tenerife.

Boeing 727 Special

For more content on the classic Boeing 727 trijet airliner, Airport Spotting Premium members have access to the special edition July 2026 magazine packed full of articles and info.

For this, and all the other content that comes with a Premium membership, you can sign up here.

Title image: clipperarctic, CC BY-SA 2.0 <https://creativecommons.org/licenses/by-sa/2.0>, via Wikimedia Commons

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 Congo’s Dreamliner

Giovaunni, CC0, via Wikimedia Commons

Ethiopian Airlines is helping Air Congo achieve widebody operations by leasing them this Boeing 787-8 Dreamliner in full colours. It is ET-ASI.

Alaska’s World Cup Scheme

Promoting the FIFA World Cup, Alaska Airlines has added these special stickers to Boeing 737 MAX 9 N985AK.

Allegiant’s USA Livery

Many airlines are promoting the 250th anniversary of the United States of America this year. Allegiant Air has just added this scheme to Airbus A320 N256NV.

American’s 250th Scheme

We’re taking the nation’s 250th celebration to the skies We are proud to be an official sponsor and partner of @America250 and support their Giving 4th campaign.

Join us in supporting our nation’s heroes by donating your AAdvantage® miles to Miles for Heroes.

… pic.twitter.com/q9P7826xBv

— americanair (@AmericanAir) July 4, 2026

American Airlines has also added a 250th anniversary scheme to Boeing 737-800 N953NN (accompanying the Embraer 175 revealed in May).

AZAL’s First A320neo

AZAL Azerbaijan Airlines added its first Airbus A320neo to the fleet last month. It is VP-BCG.

China Southern Altay Livery

China Southern Airlines has added this livery promoting the Altay region on Boeing 737 MAX 8, B-1200.

Deer Jet’s First C909

Private operator Deer Jet is the latest new carrier to take delivery of the Comac C909. Its first example is B-65A9, and is the first CBJ, or Comac Business Jet, to be delivered.

Emirates A350 Flag Livery

Another Emirates aircraft has had the UAE flag scheme applied. This time it’s Airbus A350-900 A6-EXR.

Ethiopian’s First Twin Otter

Ethiopian Airlines, known for its modern widebody fleets, is adding DHC-6 Twin Otters for domestic hops. The first is C-FHYC.

Gol Leases First A330

Gol has added a leased Airbus A330 from Wamos Air to allow long-haul services. It is in the carrier’s livery, and has the registration EC-NBN.

Hawaiian Moana Addition

Hawaiian Airlines has added this Moana livery to Airbus A321neo N227HA.

JetBlue Anniversary Livery

Another USA 250th anniversary scheme has been added to JetBlue’s Airbus A320 N775JB, also honouring the country’s veterans.

Royal Jordanian Retro Embraer

Just delivered is Embraer 195-E2 JY-REH wearing a Royal Jordanian retro livery. It looks very smart.

Amazing Shenzhen

Credit: Shenzhen Daily

Shenzhen Airlines has painted its first Airbus A350 in this ‘Amazing Shenzhen’ scheme. The aircraft is B-32F0.

United’s 250th Liveries

Rounding out the USA 250th anniversary special liveries are these two aircraft unveiled by United Airlines. They are Boeing 737 MAX N78285 and 787-9 N91007.

WestJet’s Blue Jays Livery

WestJet is promoting its sponsorship of the Toronto Blue Jays with this special livery on Boeing 737 MAX 8 C-GORP.

What do you think? Do any catch your eye in particular? Have we missed any new aircraft this month? Leave your comments below!

Want To Where to Go Spotting? Here’s How To Take It Further

If you’re searching for places to spot these aircraft, the next step is knowing exactly where to go and how to make the most of your spotting trips.

That’s where World Airport Spotting Guides (3rd Edition) comes in.

Inside, you’ll find detailed guides to airports across the world—including spotting locations, photography tips, and practical advice to help you plan your trip with confidence.

For even more in-depth content, you can also join Airport Spotting Premium Membership, which gives you access to:

• Exclusive spotting guides and research documents
• Monthly downloadable magazines
• Insider tips and inspiration for aviation enthusiasts
• Regular updates on fleet changes, routes, and rare aircraft operations

If you’re serious about plane spotting—or simply want to turn a good trip into an unforgettable one—these resources will give you a real edge.

You can explore the book here and Premium Membership at this link.

Located in the heart of what became known as ‘Bomber County’, RAF Coningsby is surrounded by aviation history. Alongside nearby RAF Waddington, RAF Cranwell and the former bomber stations that once dotted Lincolnshire, it remains one of Britain’s premier aviation destinations and a must-visit location for military aircraft spotters.

A Brief History of RAF Coningsby

RAF Coningsby opened in 1940 during the Second World War as one of the many bomber stations built across Lincolnshire to support RAF Bomber Command. Initially home to Whitleys before receiving Avro Lancasters, the station became an important operational base from which crews flew missions over occupied Europe.

Following the war, Coningsby entered the jet age, operating a succession of famous aircraft including the English Electric Canberra, Avro Vulcan and Panavia Tornado F3. Since 2005, it has become one of the principal operating bases for the Eurofighter Typhoon, cementing its role at the forefront of UK air defence.

Today, while many of Lincolnshire’s famous wartime bomber stations have disappeared or become museums, Coningsby remains a fully operational RAF station, continuing the county’s proud aviation tradition while preserving its remarkable heritage through the Battle of Britain Memorial Flight.

Aircraft and Squadrons

RAF Coningsby is one of the Royal Air Force’s busiest fast-jet stations and serves as a major centre for Typhoon operations.

The station is home to:

• No. 3 (Fighter) Squadron – Frontline Eurofighter Typhoon FGR4 unit.
• No. XI (Fighter) Squadron – Another operational Typhoon squadron responsible for UK air defence and overseas deployments.
• No. 29 Squadron – The RAF’s Operational Conversion Unit, responsible for training new Typhoon pilots before they join frontline squadrons.

Coningsby also hosts the Battle of Britain Memorial Flight, whose hangars house the Flight’s priceless collection of historic aircraft. While these aircraft fly only on selected training and display sorties, spotting one alongside modern Typhoons is an unforgettable experience.

Thanks to the station’s operational tempo, visitors can often expect multiple Typhoon departures and recoveries during weekdays, together with occasional visits from other RAF, NATO and international military aircraft.

Visit the Battle of Britain Memorial Flight Visitor Centre

No visit to RAF Coningsby is complete without spending time at the Battle of Britain Memorial Flight Visitor Centre. Situated just outside the station, the Visitor Centre offers guided tours of the BBMF hangars, where visitors can get remarkably close to the Flight’s legendary aircraft, including the Avro Lancaster, Supermarine Spitfires, Hawker Hurricanes and Douglas Dakota. It’s a rare opportunity to see these historic aircraft undergoing maintenance and learn about the engineering expertise required to keep them airworthy. If you’re planning a spotting trip to Coningsby, combining it with a BBMF tour makes for an outstanding day out. (You can read our full guide to visiting the BBMF Visitor Centre here.)

Plane Spotting at RAF Coningsby

Whether you’re hoping to photograph Typhoons launching on Quick Reaction Alert training sorties, capture a Lancaster taxying past in the sunshine, or simply enjoy one of Britain’s most historic military airfields, RAF Coningsby rarely disappoints.

Below, we’ve rounded up the best spotting locations around the airfield, together with advice on photography, runway usage and the best times to visit.

Spotters Car Park
Along Dogdyke Lane there is a car park situated at the end of runway 07 (postcode LN4 4TE). From here you can sit and watch or photograph movements on the runway (however 25 departures are a little high by this point).

There’s usually plenty of spotters around, and vans selling food and drink.

BoBMF Layby
A little further up Dogdyke Lane is a layby next to the fence which looks out onto the Battle of Britain Memorial Flight hangar and apron. It’s great for seeing these aircraft coming and going, and you can also see Typhoons parked up beyond.

Runway 25
The B1192 runs past the end of runway 25. To get there you can continue past spot 1, then turn left onto New York Road and left onto the B1192/Langrick Road, heading north. Just before the traffic lights at the end of the runway is some rough ground on the left, in a farmer’s field. You can pull onto here and park (with a donations box for local charity). If aircraft are landing on 25 this is a great spot for photography.

Discover 150 More Spotting Locations Across the UK and Ireland

If you enjoy exploring airports like RAF Coningsby, our Airport Spotting Guides: UK & Ireland (2nd Edition) is the perfect companion.

This comprehensive guide features 150 airports, military airfields and aviation museums across the UK and Ireland, with detailed spotting locations, photography advice, runway information, visitor facilities and practical tips to help you make the most of every visit. Whether you’re watching Typhoons at Coningsby, airliners at Heathrow, maritime patrol aircraft at Lossiemouth or classic warbirds at Duxford, it’s an essential reference for every aviation enthusiast.

Available in print from our online shop and major booksellers, it’s the ideal resource for planning your next spotting adventure—and a book you’ll return to time and time again.

Get Your Copy Here

Sadly, however, visitors hoping to experience this remarkable museum will have to wait. The museum closed in late 2025, with its priceless collection now being relocated to a new site, meaning one of aviation’s great pilgrimage destinations is temporarily no more.

One of the World’s Greatest Aviation Museums

Opened in 1989 to mark the 40th anniversary of the People’s Liberation Army Air Force (PLAAF), the China Aviation Museum quickly became the country’s national aviation museum and one of the largest collections of aircraft anywhere in the world.

Located on the site of the former Shahezhen Air Base, around 40km (25 miles) north of central Beijing, the museum occupied more than 700,000 square metres and displayed well over 300 aircraft representing the history of Chinese military and civil aviation.

Perhaps its most distinctive feature was the enormous underground exhibition hall. Originally constructed as a hardened aircraft shelter during the Cold War, this huge tunnel bored deep into Datangshan Mountain became home to dozens of historic aircraft, creating one of the most unique museum settings anywhere in the world.

Outside, visitors could spend hours wandering among rows of fighters, bombers, transports and helicopters representing almost every type ever flown by the Chinese Air Force.

A Treasure Trove for Airliner Enthusiasts

Former Orbis DC-8 at Datangshan. Photo: Peter Garwood

Although much of the museum focused on military aviation, Datangshan held an equally fascinating collection of classic airliners.

Many had once flown with the Civil Aviation Administration of China (CAAC), the state airline that eventually evolved into today’s Chinese airline industry. Others had been acquired from overseas operators or preserved because of their historical importance.

Among the highlights were:

• Hawker Siddeley Trident
• British Aerospace BAe 146
• Douglas DC-8 (formerly operated by ORBIS International)
• Airbus A310
• Vickers Viscount
• Tupolev Tu-124
• Ilyushin Il-18 (including Chairman Mao Zedong’s former VIP aircraft)
• Lisunov Li-2
• Antonov An-24
• Convair 240

For enthusiasts interested in classic jetliners, this was one of the few places in the world where British, Soviet, American and Chinese aircraft stood side by side.

Alongside these were dozens of rare military aircraft, including early MiGs, indigenous Chinese fighters, experimental prototypes and aircraft captured or obtained from countries around the world. The collection also featured everything from a Lockheed F-104 Starfighter and Northrop F-5 to a Martin RB-57D Canberra and even a Lockheed D-21 reconnaissance drone.

Why Has the Museum Closed?

A line-up of Migs. Photo: allen

In October 2025, the museum closed to visitors as preparations began to relocate the collection.

Although no detailed official public announcement has been issued explaining the full plans, multiple aviation and travel sources report that much, if not all, of the collection is expected to move to a brand-new aviation museum in Changchun, in Jilin Province, northeastern China. The relocation is believed to be one of the largest museum moves ever undertaken in the aviation world.

Moving more than 300 historic aircraft is an enormous logistical undertaking. Many of the exhibits are too large to transport by road without extensive dismantling, while others are unique or fragile museum pieces requiring specialist conservation work.

When Will It Reopen?

At the time of writing, the new museum has not yet opened.

Reports from visitors and aviation museums monitoring the relocation suggest that the new facility is unlikely to welcome visitors before mid-2027 at the earliest. While work is believed to be progressing, no confirmed opening date has been announced publicly.

This means anyone planning an aviation-focused trip to Beijing should be aware that Datangshan is currently unavailable, despite older travel guides and websites continuing to list normal opening hours.

A Museum Worth Waiting For

Curtiss-Wright C-46. Photo: Erwin

Although its closure is disappointing, there is every reason to be optimistic.

The Datangshan museum had become increasingly difficult to maintain, particularly its enormous outdoor displays, and relocating the collection offers the opportunity to conserve many historically important aircraft while presenting them in a more modern setting.

For enthusiasts, the hope is that the new museum will preserve not only China’s remarkable military aviation heritage but also its unique collection of classic Western airliners—aircraft such as the Trident, BAe 146, DC-8, Airbus A310 and Vickers Viscount that are becoming increasingly rare elsewhere in the world.

Until then, the China Aviation Museum remains one of aviation’s great “missing” museums. It may be closed, but its remarkable collection still promises to become one of the world’s essential destinations for aircraft enthusiasts once its new home finally opens its doors.