While passenger examples mostly disappeared years ago, the A300 continues to criss-cross the continent each night carrying express parcels and freight between DHL’s major hubs. In fact, DHL is now one of the largest remaining operators of the type anywhere in the world, with around 34 Airbus A300-600RF freighters still flying in its bright yellow colours.

These aircraft represent one of the last opportunities to regularly see the pioneering Airbus widebody in commercial service.

The Airbus A300: Airbus’ Groundbreaking First Airliner

The Airbus A300 entered service in 1974 and was a revolutionary aircraft for its time.

Developed by the newly formed Airbus consortium, it became the world’s first twin-engined widebody airliner and laid the foundations for every Airbus airliner that followed. Although initially a slow seller, the type eventually found success with airlines around the world thanks to its efficiency and spacious cabin.

Passenger operations gradually disappeared during the 2000s and 2010s as newer aircraft entered service, but the A300 proved particularly well suited to freight operations. Its wide fuselage, large cargo volume and relatively low acquisition costs made it a favourite among cargo airlines.

Today, most surviving examples are freighters, with DHL among the type’s most important operators.

DHL’s Long Association With The A300

Jakkrit Prasertwit (GFDL 1.2 <http://www.gnu.org/licenses/old-licenses/fdl-1.2.html> or GFDL 1.2 <http://www.gnu.org/licenses/old-licenses/fdl-1.2.html>), via Wikimedia Commons

DHL’s relationship with the Airbus A300 stretches back decades.

The company initially operated older A300B4 freighters on European express services, helping to build the overnight cargo network that would eventually make Leipzig one of the busiest freight hubs in Europe.

As the fleet matured, DHL progressively introduced newer Airbus A300-600 freighters. These aircraft offered improved avionics, increased payload capability and greater reliability while retaining the type’s excellent cargo-carrying characteristics.

For many years, DHL also operated Airbus A300s through its Hong Kong-based partner Air Hong Kong, making the airline one of the last major A300 operators in Asia. However, the type has gradually been withdrawn from the region, with aircraft transferred to European operators where maintenance support and spare parts availability are stronger.

How DHL Aviation Operates The Fleet

Unlike a conventional airline, DHL Aviation operates through a network of subsidiary and partner carriers around the world.

The Airbus A300 fleet is currently flown by three principal operators on DHL’s behalf:

European Air Transport Leipzig

The largest operator is European Air Transport Leipzig (EAT), DHL’s wholly owned German airline based at Leipzig/Halle Airport.

EAT operates approximately 27 Airbus A300-600RF aircraft, making it by far the largest A300 operator in Europe. These aircraft form the backbone of DHL’s overnight European network, connecting major freight hubs and airports throughout the continent.

ASL Airlines Ireland

ASL Airlines Ireland operates six Airbus A300 freighters for DHL under ACMI arrangements.

Several aircraft have joined ASL in recent years following the transfer of A300s from Air Hong Kong as DHL consolidated its remaining fleet in Europe.

Solinair

Slovenian cargo specialist Solinair operates a small number of Airbus A300-600RF aircraft for DHL, supporting European freight operations and providing additional capacity when required.

Combined, these operators account for approximately 34 active Airbus A300 freighters within the DHL Aviation network.

Where Can You See DHL’s Airbus A300s?

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

The fleet is primarily centred on DHL’s European superhub at Leipzig/Halle Airport in Germany.

Every evening and throughout the night, waves of Airbus A300s arrive and depart carrying time-sensitive shipments between major European cities. The operation is one of the most impressive remaining concentrations of Airbus A300 activity anywhere in the world.

Regular destinations vary according to network requirements, but enthusiasts can frequently find A300 operations at airports including:

• Leipzig/Halle
• Brussels
• East Midlands
• Cologne/Bonn
• Milan Malpensa
• Madrid
• Barcelona
• Vienna
• Budapest
• Munich
• London Heathrow
• Paris Charles de Gaulle

Aircraft typically operate overnight schedules, arriving at Leipzig in the late evening before departing again after parcels have been sorted through DHL’s enormous hub operation. However it is still possible to see them operate during daylight hours, making photographs possible!

The Future Of DHL’s A300 Fleet

A DHL A330-200 freighter at East Midlands.

Despite their continued importance, the Airbus A300s are unlikely to remain in service indefinitely.

The fleet’s average age is now approaching three decades, making maintenance increasingly challenging and spare parts more difficult to source. DHL has already cited support issues as one reason for withdrawing the type from Asia and concentrating operations in Europe.

The company has been steadily investing in newer freighters, including Airbus A330-200Fs and Airbus A330-300P2Fs. At Leipzig, the A330 is increasingly taking on higher-capacity routes, complementing rather than replacing the A300 for the moment.

Looking further ahead, several possible successors exist.

The Airbus A321P2F offers excellent economics on lower-density routes and is already entering DHL’s wider network in small numbers. Meanwhile, the Airbus A330 freighter family appears the most likely direct replacement for many A300 missions due to its greater payload and range.

The A300 may no longer carry passengers, but thanks to DHL it continues to perform the job it has done so successfully for decades—moving cargo reliably across the world, long after many of its contemporaries have disappeared from the skies.

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At the same event, the Australian flag carrier confirmed the launch schedule for what will become some of the world’s longest commercial flights, with non-stop services from Sydney to London due to begin in October 2027, followed shortly afterwards by flights between Sydney and New York. The announcement marks the most significant milestone yet in a project that has been more than a decade in the making.

The First Project Sunrise Aircraft Emerges

The aircraft rolled out in Qantas colours at Airbus’ facilities in Toulouse this week, giving aviation enthusiasts their first look at the specially configured Airbus A350-1000ULR that will make Project Sunrise possible.

Registered VH-OJA, the aircraft represents the first Airbus A350 ever built for Qantas and will become one of 12 ultra-long-range examples ordered by the airline specifically for Project Sunrise operations. Enthusiasts have already been sharing images of the aircraft’s rollout online, where its striking appearance and significance as a future record-breaker have generated considerable excitement.

The rollout follows the recent first flight of the A350-1000ULR test aircraft, which began a dedicated certification campaign earlier this month. Airbus says the aircraft is undergoing approximately two months of testing before the variant receives certification.

Sydney To London First

While Project Sunrise has long centred on both London and New York, Qantas has now confirmed that London will be the first destination to receive the new service.

Non-stop flights between Sydney and London are scheduled to begin in October 2027, ending the need for a stopover on one of the world’s most famous long-haul routes. Ticket sales are expected to begin earlier that year.

The route will become the world’s longest scheduled passenger flight, covering almost 10,000 nautical miles and taking approximately 20 to 22 hours depending on winds and operating conditions.

For travellers, the flights are expected to cut several hours from current journey times.

New York To Follow

Qantas also confirmed that Sydney-New York services will follow after the London launch.

The airline’s fleet of 12 A350-1000ULRs will be divided between the London and New York routes, although exact frequencies have yet to be announced. Future destinations remain possible, with Perth-London and Auckland-New York among routes previously discussed as potential candidates for the aircraft.

The decision to launch from Sydney reflects the city’s larger premium travel market and stronger demand for ultra-long-haul services.

A Specially Designed A350

Although based on the standard Airbus A350-1000, the Project Sunrise aircraft features significant modifications to maximise range.

The A350-1000ULR incorporates an additional fuel tank and other enhancements that increase range by around 1,000 nautical miles compared with the standard version. This allows the aircraft to remain airborne for up to 22 hours and operate sectors previously considered impossible for commercial airlines.

Qantas’ aircraft will carry just 238 passengers in a four-class layout, substantially fewer than the 350-plus seats typically found on many A350-1000s. The lower passenger count helps balance weight requirements while also allowing the airline to offer larger premium cabins and dedicated wellbeing spaces designed for such lengthy journeys.

The Final Frontier Of Long-Haul Flying

Project Sunrise was first launched in 2017 when Qantas challenged aircraft manufacturers to create an aircraft capable of linking Australia’s east coast directly with Europe and North America.

After evaluating proposals from both Airbus and Boeing, the airline selected the Airbus A350-1000 and formally ordered 12 aircraft in 2022. The programme subsequently faced delays caused by the pandemic, certification requirements and wider aerospace supply-chain challenges.

Now, with the first aircraft painted, testing underway and launch dates confirmed, Project Sunrise is finally moving from concept to reality.

For enthusiasts, the sight of VH-OJA emerging from the paint shop this week provided a glimpse of what could become one of the most significant airliners of the decade. By late 2027, that same aircraft could be carrying passengers non-stop between Sydney and London on a route once considered beyond the reach of commercial aviation.

Although it disappeared from mainstream airline service decades ago, the type has never completely vanished. A handful remain active in specialist roles, while preserved examples can still be visited around the world.

In this guide, we’ll look at five places where aviation enthusiasts can still see the Lockheed Electra today.

The Lockheed L-188 Electra: America’s Last Great Airliner Turboprop

Developed during the 1950s, the Lockheed L-188 Electra was designed to meet airline demand for a fast, economical medium-range airliner capable of carrying around 75 passengers. It first flew on 6 December 1957 and entered airline service in early 1959, becoming the first large turboprop airliner built in the United States. Powered by four Allison turboprop engines, the Electra could cruise at around 400mph, making it significantly faster than the piston-engined airliners it replaced while offering lower operating costs than the early jetliners.

Major operators included American Airlines, Eastern Air Lines, Northwest Airlines, Braniff Airways, KLM, Qantas, Air New Zealand, Cathay Pacific and Brazil’s Varig. The type became particularly famous in Brazil, where Varig operated Electras on its busy Rio de Janeiro to São Paulo shuttle for three decades, long after many other airlines had retired the aircraft.

The Electra’s commercial career was affected by a series of high-profile accidents in 1959 and 1960, traced to a phenomenon known as “whirl mode” flutter. Lockheed invested heavily in modifications through its LEAP (Lockheed Electra Achievement Program), successfully resolving the problem. However, by that point public confidence had been damaged and airlines were increasingly turning to new jet-powered aircraft such as the Boeing 727 and Douglas DC-9. Production ended in 1961 after just 170 aircraft had been built.

Despite its relatively short frontline passenger career, the Electra enjoyed an impressive second life. Many aircraft were converted into freighters, while the basic design formed the basis of the hugely successful Lockheed P-3 Orion maritime patrol aircraft. Others found work fighting wildfires, hauling cargo to remote communities and supporting military operations.

Where You Can See a Lockheed Electra

Today, more than 65 years after entering service, a small number remain active, making the Electra one of the last surviving first-generation turboprop airliners still flying.

Yellowknife, Canada

a Buffalo Airways Electra. Photo: Alan Sim

Fans of Buffalo Airways, made famous in the TV series Ice Pilots NWT, will know that the airline is a champion of older aircraft types which it uses in the harsh climate of Northern Canada. Types like the Curtiss-Wright C-46 Commando and Douglas DC-3 are a mainstay of the fleet, as is the Lockheed Electra.

Buffalo Airways eight examples in its fleet, of which five are thought to be active. They are based mostly out of Yellowknife.

Keystone Heights, Florida

Retired Electras at Keystone Heights. Photo: Treflyn Lloyd-Roberts

The small regional airport in northern Florida, situated between Gainesville and Jacksonville, is home to MHD Rockland – a global aviation parts supplier and maintenance support operator for the worldwide P-3 Orion fleet.

As a result, it has a number of Lockheed Electras in storage which are used as a spares source.

Red Deer, Canada

By far the largest operator of the Lockheed Electra today is Air Spray.

This company provides aerial wildfire suppression services across Canada and the United States using a fleet of converted water bombers. Among these are 14 Electras, most of which are thought to be active.

Whilst their operations can take them to many different places, the fleet is based and maintained at Red Deer in Alberta, Canada.

Interestingly, Buffalo Airways also has a maintenance hangar at Red Deer. You can therefore also see their Electras here periodically.

Buenos Aires, Argentina

The Museo de la Aviación Naval, or Naval Aviation Museum, situated at Bahia Blanca near Buenos Aires in Argentina, is home to three Electras.

These were all previously commercially operated and found themselves in the Argentine Navy. Now they are in various states at the museum, but usually visible.

Rio de Janeiro, Brazil

PP-VJM in Brazil.

Another South American museum which proudly displays an Electra is the Museu Aeroespacial in Rio de Janeiro.

Given the long-standing history of the Electra in the country, it is fitting to have one preserved here in Varig colours, and in excellent condition.

When was the last time you saw a Lockheed Electra? Did you ever fly on one? Leave a comment below.

Title image: Darian Froese (GFDL 1.2 <http://www.gnu.org/licenses/old-licenses/fdl-1.2.html> or GFDL 1.2 <http://www.gnu.org/licenses/old-licenses/fdl-1.2.html>), via Wikimedia Commons

The airline has painted two aircraft to commemorate the milestone, with Boeing 787-10 Dreamliner N91007 and Boeing 737 MAX 8 N78285 receiving special “America 250” themed designs. The aircraft are intended to celebrate both the nation’s history and United’s long-standing role in connecting communities across the United States and around the world.

The move follows similar initiatives from other US airlines as preparations continue for nationwide celebrations in 2026.

A Flying Tribute To America’s 250th Anniversary

The two special aircraft feature patriotic graphics incorporating red, white and blue elements alongside branding associated with the America’s 250th anniversary celebrations.

According to United, the liveries are intended to honour the nation’s history while also recognising the role aviation has played in connecting people, businesses and communities over the last century. The aircraft will operate throughout United’s network, giving passengers and aviation enthusiasts opportunities to encounter them at airports across the globe.

The larger of the two aircraft, Boeing 787-10 N91007, is one of United’s flagship long-haul aircraft and can regularly be seen operating services to Europe, Asia, the South Pacific and South America. Meanwhile, Boeing 737 MAX 8 N78285 will carry the special colours around United’s extensive domestic network and shorter international routes.

For plane spotters, the pair provide two highly sought-after aircraft to add to the logbook over the coming months.

United Joins Growing Trend Among US Airlines

Southwest Airlines’ new Independence One livery 737.

United is not alone in celebrating the Semiquincentennial.

Earlier this year, Southwest Airlines introduced its striking “Independence One” Boeing 737, featuring a patriotic red, white and blue design inspired by the Declaration of Independence. The aircraft joined the carrier’s existing Freedom One and Liberty One special liveries, creating a trio of America-themed aircraft within the Southwest fleet.

American Airlines has also announced plans for two America250-themed aircraft, including a Boeing 737 and an Embraer E175, which will carry special anniversary branding across its network.

With United now joining the celebrations, aviation enthusiasts have an increasing number of special schemes to track down as the United States approaches one of the most significant anniversaries in its history.

United’s Rich History

Boeing 747-238B N160UA, one of ten -200 variants operated by United Airlines. (Alain Durand, distributed under a GFDL 1.2 Licence)

The timing is particularly significant for United Airlines, which traces its origins back to the early years of commercial aviation and is itself celebrating a century of operations during 2026.

Over the decades, the airline has grown from a collection of early air mail operators into one of the world’s largest airlines, operating a fleet of more than 1,000 aircraft to hundreds of destinations across six continents.

Special liveries have become increasingly popular among airlines seeking to celebrate milestones, partnerships and national events. While many modern schemes are applied as decals rather than full repaints, they remain highly prized among aviation photographers due to their rarity and limited lifespan.

Where Can You Spot Them?

United has not restricted the aircraft to specific routes, meaning both Boeing 787-10 N91007 and Boeing 737 MAX 8 N78285 could appear anywhere within the airline’s network.

The Dreamliner is likely to be encountered on long-haul international services from major United hubs such as Chicago O’Hare, Newark, San Francisco, Los Angeles and Washington Dulles, while the 737 MAX 8 can be expected across domestic and near-international routes throughout North America.

Here are two handy links to track where the two aircraft are flying:

• 787-10 N91007 [Tracking Link]
• 737 MAX 8 N78285 [Tracking Link]

As America’s 250th anniversary celebrations gather momentum, these aircraft are likely to become some of the most photographed special liveries in the United States.

What do you think of these special schemes? Have you seen one of United’s new America 250 aircraft yet? Let us know where you spotted it in the comments below.

The first aircraft to emerge from the paint shop is Airbus A321neo N227HA, which debuted its new artwork on 11 June ahead of the film’s theatrical release on 10 July.

Two further aircraft – an Airbus A330 and a Boeing 717 – will receive matching Moana liveries during July, creating a trio of special aircraft that will operate across Hawaiian Airlines’ network.

First Aircraft Revealed: Airbus A321neo N227HA

The first aircraft carrying the new design is Airbus A321neo N227HA. The narrowbody aircraft is used on routes between Hawaii and destinations on the US West Coast, as well as services to the Cook Islands.

The special livery features imagery and characters from Disney’s live-action adaptation of Moana, including references to the film’s Polynesian themes and oceanic adventures. The artwork also carries the slogan “Voyage Beyond the Reef”, while characters and artwork have been incorporated into the cabin interior, including overhead luggage bins.

An A330 And Boeing 717 To Follow

The airline has confirmed that two additional aircraft will receive Moana liveries during July.

One will be an Airbus A330, Hawaiian’s long-haul aircraft used on transpacific routes between Hawaii and destinations across North America and beyond. The second will be a Boeing 717, the workhorse of the airline’s extensive inter-island network.

The decision to apply the designs across three very different aircraft types means enthusiasts may encounter the special schemes on everything from short island-hopping flights to long-haul services across the Pacific.

Hawaiian’s Growing Collection Of Special Liveries

The new Moana aircraft continue a tradition of special liveries within the Alaska Air Group family. Only weeks ago, sister carrier Horizon Air unveiled its Disney and Pixar Toy Story 5 themed Embraer E175, adding another movie-inspired aircraft to the group’s fleet.

Special liveries have long been popular with plane spotters, often becoming sought-after catches as they appear unpredictably across airline networks. Hawaiian’s latest designs are likely to prove particularly popular given the strong connection between the Moana story, Polynesian culture and the Hawaiian Islands themselves.

Where Can You Spot Them?

The first aircraft, A321neo N227HA, is already operating scheduled services and could appear on flights linking Hawaii with cities on the US West Coast and the Cook Islands.

Once the Airbus A330 and Boeing 717 versions enter service later this summer, enthusiasts will have opportunities to see the liveries across Hawaiian Airlines’ domestic, inter-island and long-haul operations.

For aviation photographers visiting Hawaii in the coming months, the new Moana aircraft could become some of the most desirable special liveries currently flying in North America.

Have you spotted one of Hawaiian Airlines’ Disney-themed aircraft? Let us know where you saw it in the comments below.

Located around 20km east of Cape Town city centre, the airport is South Africa’s second-busiest airport after Johannesburg OR Tambo and serves as the primary gateway to the Western Cape. More than 10 million passengers pass through the airport annually, with around 300 aircraft movements each day during peak periods.

For plane spotters, Cape Town offers an attractive variety of airlines, ranging from domestic operators such as FlySafair, Airlink and CemAir to international carriers including British Airways, Lufthansa, Emirates, Qatar Airways, Turkish Airlines, KLM, Air France, Ethiopian Airlines and many others. Seasonal European services bring additional interest during the Southern Hemisphere summer, when airlines such as Condor, Edelweiss, Norse Atlantic Airways and several charter operators increase capacity to cater for tourism demand.

One of the airport’s most distinctive features is its location. Arrivals and departures frequently take place with stunning views of Table Mountain, while strong coastal winds can create challenging operating conditions and interesting runway changes for enthusiasts to observe.

Airport Layout

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

Cape Town International Airport operates from a modern terminal complex which was extensively redeveloped ahead of the 2010 FIFA World Cup. The airport consists of a central terminal building linking separate domestic and international sections, making navigation relatively straightforward for passengers and spotters alike.

All passengers check in through the central terminal before proceeding either north to the international concourse or south to the domestic concourse. Departures occupy the upper levels while arrivals are located on the lower floors. The airport features multiple airbridges alongside remote parking stands used by both domestic and international operators.

The airfield itself consists of two asphalt runways:

Runway 01/19

• Length: 3,201m (10,502ft)
• Primary runway for most international and heavier aircraft operations.
• Typically offers excellent photography opportunities due to its proximity to several perimeter locations.

Runway 16/34

• Length: 1,701m (5,581ft)
• Primarily used by regional, domestic and general aviation traffic.
• Can become particularly useful during periods of strong crosswinds.

Parallel taxiways connect both runways to a large apron system located west of the terminal complex. Cargo facilities are situated on the northern side of the airport and regularly attract freighter operators from around Africa and beyond.

Airlines and Operations

Fly Safair are a common sight at Cape Town. Photo: Axel Bührmann

Cape Town is unique within South Africa because of its strong tourism focus. While Johannesburg remains the country’s primary business hub, Cape Town sees significant leisure traffic from Europe, the Middle East and North America.

Domestic services are dominated by:

• FlySafair
• Airlink
• CemAir
• Lift
• South African Airways

These carriers operate frequent flights to Johannesburg, Durban, Gqeberha (Port Elizabeth), George, East London and numerous regional destinations.

International traffic includes services operated by:

• British Airways
• Emirates
• Qatar Airways
• Turkish Airlines
• Lufthansa
• KLM
• Air France
• Ethiopian Airlines
• Kenya Airways
• TAAG Angola Airlines
• United Airlines
• Virgin Atlantic

Seasonal services from Europe often produce some particularly interesting aircraft types, including Airbus A350s, Boeing 787s, Boeing 777s and occasional Airbus A380 appearances. Direct flights link Cape Town with destinations across Africa, Europe, the Middle East, Asia and North America.

Cargo traffic is also significant, with operators such as DHL, FedEx, Emirates SkyCargo, Ethiopian Cargo and various ad-hoc freighter airlines serving the city’s export industries.

Spotting at Cape Town Airport

Cape Town Airport. Photo: Laurent Bugnion

Before discussing the best places to go spotting at Cape Town, we need to mention that safety should be an extra consideration here.

When out and about around the airport permiter be mindful of your equipment and personal safety. And when spotting around the airport terminals and car parks, spotters often report of being questioned or moved on by security personnel.

Terminal Lookout

The easiest and safest place to go spotting at Cape Town is inside the central terminal area. On the third floor are large windows around the restaurants and retailers which look out over the runway and gates nearby. You can photograph (through glass) and see most movements from here.

It is before security, so you don’t need to have a flight ticket to use the area.

P1 Parking

The P1 parking garage is next to the terminal and has good views from the top two floors of runway 1/19 and some of the aprons and taxiways.

You can photograph from here with a zoom lens, although light poles and heat haze can be an issue. It’s better to use on an afternoon and evening.

It’s also handy if you have a car and can park here, giving you a place to sit and stay out of view when there’s nothing to see.

P2 Parking

Similarly, the P2 parking garage also has views (sometimes obstructed by poles) of movements from the top floors.

There are areas around the northern perimeter that are known among spotters. They can be good for photographing and logging arrivals on runway 19. However, nearby settlements are quite poor and you could be the victim of robbery if you display expensive camera equipment and are alone for long.

Interesting Facts

• The airport’s ICAO code is FACT, making it one of aviation’s more memorable airport identifiers. The “FA” prefix denotes South Africa, while “CT” refers to Cape Town.
• Cape Town International is widely regarded as one of Africa’s most scenic airports, with spectacular views of Table Mountain available from many arrivals and departures.
• The airport was opened in 1954, replacing the former Wingfield Aerodrome as Cape Town’s principal airport.
• During periods of strong winter weather, particularly between May and August, operations can become challenging due to high winds and low cloud, leading to diversions and unusual runway usage.
• Cape Town has experienced rapid passenger growth in recent years and is increasingly being viewed as one of Africa’s leading long-haul destinations, resulting in continued expansion plans and new airline services.

As you can tell, Cape Town is an interesting airport with a good mix of traffic. It is very scenic, often with Table Top Mountain as a backdrop.

However, spotting should be done discretely and preferably within the safety of the airport terminals or car parks as neighbouring areas can be dangerous.

If you have a good recommendation or report from spotting at Cape Town Airport, leave a comment below!

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Known as the gateway to Everest, whether clinging to the summit or simply heading to the Base Camp.

Flying into Lukla’s Tenzing-Hillary Airport reduces the journey time drastically, but it is also known as one of the most dangerous airports in the world.

With its short runway sloping up the hill from the edge of a cliff to the mountainside beyond, it is only possible to land in one direction and take off in the other.

The short runway means only aircraft with certain capabilities are able to land here, and any bad weather can mean very tricky landings or flight cancellations.

Most people travel here by domestic flight from Kathmandu, and it does attract a lot of aviation enthusiasts keen to add this to their list of airports visited.

For enthusiasts, the mountainous backdrop can make for stunning photographs and the airport environment is certainly unique!

Which airlines fly into Lukla?

Airliners on the ground at Lukla. Photo: twiga269 EVEREST

Airlines and private operators in Nepal come and go regularly.

At the time of writing, the regular operators flying into Lukla include:

• Air Dynasty (Eurocopter AS350)
• Sita Air (Dornier 228)
• Summit Air (LET 410)
• Tara Air (DHC-6 Twin Otter)

Each of the fixed wing operators links Lukla to Kathmandu and Manthali, often with multiple flights per day.

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

Air Dynasty is a local charter operator offering local flights to the Himalayas as well as domestic links.

Lukla plane spotting guide

Lukla is a small, simple airport. It dominates the town at its southern end, with the single runway, 06/24 running from one side to the other (with a plunging drop to the valley below).

The classic place to watch aircraft movements from is behind the 24 threshold where the path from the terminal passes an elevated spot overlooking the parking apron and runway. You can take pictures and observe the movements from here (it’s a popular spot with tourists).

Following the paths through the small town it is also possible to walk down to an area close to the 06 threshold, which is the direction all landings take place. This can be good for action shots.

Have you ever visited Lukla? Did you fly in? What was it like? Leave a comment below!

Ralph Olson tells the story of Columbine II.

The air traffic controller on duty one day in 1954 was focused on his scope when he noticed two aircraft he was working had the same call sign. High over central Virginia both Eastern Air Lines flight 8610 and Air Force 8610, derived from the from its tail number, were cruising in level flight.  The controller had no idea that Air Force 8610 was carrying President Dwight D. Eisenhower.

Eisenhower’s personal pilot, Colonel William Draper became aware that this overlap of call signs could create a dangerous confusion for air traffic controllers at a critical time.  Both aircraft arrived at their respective destinations without incident, but a serious vulnerability in how presidential flights were identified and managed was revealed.

Hence, the Air Force established a new, unmistakable call sign for any aircraft carrying the President of the United States.  The call sign was Air Force One, which is so closely associated with the American presidency that it feels like it has always been around.  But it was born, not from ceremony or symbolism, but from a moment of operational risk.  The call sign was standardized across all military branches to ensure total clarity for air traffic control, meaning any aircraft transporting the President carried the “One” suffix based on its specific service, such as Marine One, Army One or Navy One.

History of Air Force 8610 (Columbine II):

Built by Lockheed at Burbank, California, Air Force 8610 was delivered to the United States Air Force in 1948 and was assigned to support the Lockheed Air Service International facility at Keflavik, Iceland.  Air Force 8610 was a Lockheed Constellation model 749 designated by the military as a VC-121A.

General Eisenhower had flown on a Constellation named “Columbine” before his presidency to make trips across the Atlantic. Eisenhower’s wife, First Lady Mamie Eisenhower selected the name “Columbine”, the official state flower of her adopted state of Colorado.

By the early 1950s, a personal airplane had become an essential tool to the presidency. After his leadership in World War II, Eisenhower’s time was spent building postwar world order.  His first flight on Air Force 8610 took place even before he took office.  As the president-elect in he visited U.S. troops in Korea, and a year he later flew to the Bermuda Conference, meeting with British Prime Minister Winston Churchill and French President Joseph Laniel on the future of West Germany

When he became President in 1952, Air Force 8610 was ultimately converted to a VC-121A-LO standard with an updated interior, for use by President Eisenhower and became Columbine II. With its four Curtiss-Wright R-3550 18 cylinder engines the Constellation (or Connie) was the “Star of the Skies” before the jet age. In 1954 it became the first aircraft to receive the “Air Force One” call sign.

Life as Air Force One

The aircraft became Ike’s primary mode of transportation for the first two years of his presidency traveling over 63,000 miles on trips to Europe, Canada, Mexico and many trips across the United States.  It became America’s business airplane where the president had a mahogany desk with the presidential seal, foldable beds and personal bedrooms for the President and First Lady. Ike also enjoyed an onboard telephone on which he could talk to anyone on board, but it was not yet able to reach anyone on the ground.

Over those two years the airplane carried Ike to some of the most important diplomatic missions in American History.  Many congressmen, Senators, judges, and foreign dignitaries flew with the President.  He made decisions on board that impacted hundreds of millions of people around the world.

This was the 1950s at the height of the Cold War when nuclear weapons gripped the world.  Countless people around the world were terrified about a nuclear holocaust.  On a flight to New York, Ike was to speak to the United Nations Assembly.  During the flight, he sat at his desk and composed his famous speech “Atoms for Peace.”  Later that day in a televised speech, he presented his brilliant ideas on how the world could harness the power of nuclear science to create electrical power and foster an era of peace.  The speech calmed the world and changed the course of history.

Lockheed continued to improve its line of Constellations and Columbine II was replaced in 1954 by a newer model 1049 Super Constellation, military designation VC-121E.  The new aircraft offered the President Eisenhower better performance, a more spacious interior and upgraded communications.  The new aircraft became Columbine III.

Life After the President

Columbine II continued as a VIP transport for Vice President Richard Nixon and visiting dignitaries like Queen Elizabeth.  Eisenhower’s last flight on Columbine II was in 1959.  It was retired in 1968 and sold to a private owner where it seemed the entire world had lost track of its existence. The government simply had no memory of whether it was stored, sold, scrapped or even crashed.  For years, the Smithsonian called it the Lost Air Force One.

 There were no thoughts about restoring historic planes during those times.  While nonprofits and museums rescued subsequent presidential planes fairly soon after retirement, Columbine II had somehow fallen through the cracks.

Decades passed as the Smithsonian, historians and even private detectives spent countless hours trying the track down what had happened to Columbine II. Eventually, most of these efforts were abandoned and the demise of the aircraft was classified as a hopeless “cold case.”

But luck emerged as one historian at the Smithsonian found a document in a pile of auction records. Columbine II had been sold to crop duster Mel Christler in Arizona along with four other identical Constellations in a 1970 surplus auction.  He used it for parts to service the other four, which were converted to spray planes.

Christler was about to scrap them all when a Smithsonian curator phoned in the late 1980s with the news of Columbine IIs past.  The truth weighed heavily on Christler, a former WW II pilot.  He started restoring the plane to flying condition in hopes a nonprofit would eventually take over the project.  When none came forward, he parked the aircraft at Marana Regional Airport boneyard about 15 miles north of Tucson.

A New Lease on Life

Karl Stoltzus, then CEO of special-mission aviation contractor Dynamic Aviation was on a layover at Tucson International Airport in 2013 when he read a story in a local newspaper on “Columbine IIs” fate.  He was astounded that such a priceless piece of American history was about to be scrapped to pay back storage fees.

He and his lead mechanic flew out to assess the plane in 2014. The former Air Force One was in ruins.  Windows were broken, mice had damaged much of the electrical wiring, owls, spiders and scorpions nested in the fuselage and the cabin was filled with rotting wood.  All four of the 12-cyliner engines needed rebuilding and rubber hoses and gaskets had disintegrated.  And that was just a glance.

His lead mechanic Brian Miklos almost choked when Stoltzus asked him to develop a plan to fix the airplane on-site and fly it to Bridgewater, Virginia, Dynamic Aviation’s headquarters.  Stoltzus bought “Columbine II” for $1.5 million in 2015 and convinced Miklos to lead a repair team to get the aircraft ready for a ferry flight which he called “a miraculous journey.”

On March 19, 2016 Columbine II lifted off from Marana, Arizona on a test flight to evaluate her performance.  A Beech King Air from Dynamic Aviation served as a chase plane.  It had taken a full year and 8,000 work-hours to achieve this flight.  The aircraft checked out well and four days later it departed for Mount Pleasant, Texas for an over-night stop.  She was accompanied by Dynamic Aviation’s King Air and Mid America Flight Museum’s B-25 which acted as a photo-ship for this historic flight.

On March 22, 2016 Columbine II flew to Shenandoah Regional Airport near Bridgewater, Virginia for the completion of her restoration.  “Looking back, it definitely wasn’t the most practical route to take,” said Stotlzus.  “But it seemed important to treat this aircraft with dignity.  I didn’t want to carry her home on a stretcher; I wanted her to walk there on her own two feet.”

Restoration of an Aviation Legend

Perhaps the most enthusiastic advocate for the restoration of Columbine II was one of its most frequent passengers; President Eisenhower’s granddaughter Mary Jean Eisenhower.  “I have so many memories on board this plane,” she exclaimed.  “As a four year old girl, I used to sit on a little step at the entrance to the cockpit and chat with the pilots for hours on end.  Then I would wander back to the State Room and crawl up into my grandfather’s lap.  Ever the family man, he would scoop me up and hold me tight as he carried on with his Presidential duties.”

Mary Jean and many of her friends set up a nonprofit foundation dedicated to restoring the plane to her former glory.  They call the foundation First Air Force One (FAFO) which is a sister nonprofit to Dynamic Aviation.  The aircraft now sits in a dedicated hangar with other historic aircraft.  FAFO, who now owns the aircraft, has donated $500,000 a year and more than 15,000 man-hours towards the restoration since 2016.

“It’s tedious and complicated work,” said Phil Douglas, an aerospace engineer who stepped in as FAFO director after Stolzfus’s death in 2020.  “It requires tremendous expertise, ingenuity and wherewithal to pull it off.” Mary Jean spent countless hours poring over photographs, schematics from Boeing and Lockheed, written records, and verbal testimony from those who interacted with the plane—including her.

“Even though I was just a girl at the time” explained Mary Jean,” I remember this plane like it was yesterday.  So I’m helping with all the details that just did not show up in the old black and white photos—from paint colors, to the carpet, to what the bed looked like and felt like. And I knew down deep in my soul that we simply must restore this plane.  America must restore this plane!”

First came basic safety upgrades.  New parts were built or salvaged components were modified to look like originals.  The crew dismantled Columbine IIs interior to replace rotten wood paneling and framing with safer, lighter material. Windows were replaced along with four-plus miles of electric wiring.  New sensors were installed in the engines, landing gear and wings.  The cockpit was outfitted with new instruments and an air data computer.  The list goes on.

The interior aesthetics also posed challenges.  Carpenters reconstructed the state room, sleeping quarters, kitchen and staff areas.  Master woodworkers reshaped and upholstered wood-backed swivel chairs sourced from a business jet.  They are also building replicas of sofas, side tables and Ike’s mahogany desk.

FAFO expects the project will cost another $16 million and, if funding can be secured, take another three to five years to complete.  At that point, Columbine II will look like as it did when it was busy flying Ike around the world as President.

Photo: Airman Magazine

Many Americans will never be able to take a trip to visit the restored Columbine II.  In fact, most children will never visit any museum that fully tells the story of American greatness.  One aspect of the mission of FAFO is to change that.  And that’s why First Air Force One is planning to take a nationwide flight tour to cities and towns across America once she’s fully restored so that every person in America will have the chance to come face-to-face with this national treasure.

Perhaps Mary Jean Eisenhower summarized it best, “This plane stands for leadership and greatness—true heroes like my grandfather, the Founders, and the Greatest Generation and has the power to inspire a new generation of Americans.  When we fully restore this plane, Columbine II will be a living symbol of that legacy—reminding all Americans of the strength, unity and hope that defined our shared history”.

(You can check on the restoration progress of Columbine II and make donations on the FAFO website at firstairforceone.org)

Nigel Richardson looks at the history of this fleet, and what happened to them…

Bombardier Dash 8-Q402 G-ECOG departing from Manchester Airport. (Nigel Richardson)

Former British regional airline Flybe was the world’s largest operator of the high-performance and fuel-efficient Bombardier (de-Havilland Canada) DHC-8-402 Dash 8-Q400 turboprop airliner. Flybe received its first Dash 8-Q400, registered as G-JEDI, in October 2001 while operating under the name of British European. In July 2002 the airline rebranded itself as a low-fare carrier and changed its name to Flybe, by which time a second Dash 8-Q400 had been acquired (G-JEDJ).

Flybe operated 79 Dash 8-Q400s during the eighteen-and-a-half year period through to early March 2020, when it filed for administration. At the time it went into administration, Flybe had sixty-five aircraft in its fleet, including fifty-four Dash 8-Q400s, making it the world’s largest operator of the type. But what became of the Dash 8s after the airline collapsed?

Initially the aircraft were placed in temporary storage until mid-2020 at various airports around the UK, including Aberdeen Dyce, Belfast City, Birmingham, Cardiff, Edinburgh, Exeter, Glasgow, Manchester, Ronaldsway and Southampton.

From June/July 2020, the Dash 8-Q400s were returned to their respective lessors: Norddeutsche Landesbank (20 aircraft), Nordic Aviation Capital (18), HEH Aviation (11) and Chorus Aviation (5) for ongoing storage and future deployment.

Bombardier Dash 8-Q402 G-JECY of Flybe 2.0 in December 2022. (Nigel Richardson)

One of the first operators of six of the stored aircraft was the second iteration of Flybe, often referred to as Flybe 2.0.

The ‘new’ carrier began operating flights in April 2022, with a phased introduction of twenty-three routes that summer spanning sixteen airports in the UK, France and the Netherlands, using a fleet comprised entirely of the Dash 8-Q400. At the start of revenue operations, Flybe 2.0’s fleet comprised four aircraft (G-JECX; G-JECY; G-ECOE and G-ECOR).

Four more examples were added between July and November 2022, including G-FLBA and G-FLBB, and two ex-LOT Polish Airlines aircraft (registered as G-EXTA and G-EXTB). Less than a year after returning to the skies, Flybe 2.0 ceased all operations and entered administration on 28 January 2023, due to rising operational costs and a challenging market place, resulting in low passenger loads on Flybe 2.0’s flights.

Flybe’s Q400 Fleet Today

Bombardier Dash 8-Q402 AT C-FFQG of Conair Aerial Firefighting (previously G-KKEV of Flybe). (Dietmar Schreiber)

Bombardier Dash 8-Q402 9H-BEL was acquired by SkyAlps in June 2021, on lease from Chorus Aviation (previously G-ECOK with Flybe). It was operated by Luxair (on lease from SkyAlps) until March 2023. (André Gerwing, CC BY-SA 4.0)

The current status and role of each ex-Flybe aircraft is as follows:

Did you ever fly on a Flybe Dash 8 Q400? Have you seen any of these aircraft lately? Leave a comment below!

The fuselage of Dash 8-Q402 G-JEDM after being broken up in May 2024. (Kris Van Craenenbroeck)

Flybe the Book

Nigel Richardson, author of this article, is also the author of a book about the history of Flybe.

Established in 1979 as Jersey European, the story of Flybe is fascinating. It first ended in 2020, but a new incarnation briefly revived the brand, also to ultimately faily. With more than 140 images, this book charts the rise and fall of Flybe and the relaunch of Flybe 2.0.

Order a Copy

Title image: Bombardier Dash 8-Q400s that were leased to Flybe by Norddeutsche Landesbank in storage at Saarbruecken, Germany, July 2020. (Matthias Becker)

Yet for much of the 20th century, Berlin was served by a fascinating collection of airports and airfields. Some became symbols of Nazi Germany, others played crucial roles during the Cold War and the Berlin Airlift, while one became famous for having one of the shortest commercial runways in Europe. Together they tell the story of a divided city that sat at the centre of world events for decades.

Today, although scheduled airline services have moved to Berlin Brandenburg, many traces of these former airports remain. Some have become parks, museums and event venues, while others continue to serve military or aviation purposes.

Here’s what happened to Berlin’s old airports.

Berlin’s Unique Aviation History

Douglas C-47s at Berlin Tempelhof Airport during the Airlift

Berlin’s aviation story is unlike that of any other European capital.

Before the Second World War, the city was one of Europe’s busiest aviation centres, served by several airports and airfields. During the Nazi era, aviation infrastructure expanded significantly, with airports becoming important military as well as civilian facilities.

Following Germany’s defeat in 1945, Berlin was divided into four occupation zones controlled by the United States, Britain, France and the Soviet Union. As tensions between East and West increased, aviation became a vital link between West Berlin and the outside world.

The 1948-49 Berlin Airlift saw Allied aircraft deliver food, fuel and supplies to the isolated western sectors of the city after Soviet authorities blocked road and rail access. Aircraft flew around the clock into Berlin, making its airports some of the most strategically important in the world.

For the next four decades, Berlin remained divided. West Berlin relied mainly on Tempelhof and Tegel Airports, while East Berlin’s citizens used Schönefeld Airport. Following German reunification in 1990, the city eventually decided to consolidate operations into a single modern airport: Berlin Brandenburg.

The result was the closure or repurposing of several historic airfields that had played key roles in European aviation history.

Berlin Tempelhof: The World’s Most Famous City Airport

Dirk1981, CC BY-SA 4.0 <https://creativecommons.org/licenses/by-sa/4.0>, via Wikimedia Commons

Few airports are as iconic as Berlin Tempelhof Airport.

The site dates back to the early years of aviation, but it became internationally famous during the 1930s when the enormous terminal building was constructed. Designed by architect Ernst Sagebiel, the curved terminal remains one of the largest buildings in Europe.

After the Second World War, Tempelhof became one of the focal points of the Berlin Airlift. Thousands of Allied aircraft landed here carrying supplies to West Berlin, earning the airport a permanent place in aviation history.

For decades, Tempelhof offered one of the most unusual flying experiences in Europe. Aircraft approached directly over the city centre before landing on relatively short runways surrounded by urban development.

Operations gradually declined as airlines preferred the larger facilities available at Tegel Airport. Tempelhof finally closed to commercial traffic in 2008.

Today the vast airfield survives as Tempelhofer Feld, a huge public park popular with cyclists, walkers and outdoor enthusiasts. The historic terminal building remains intact and hosts exhibitions, events and guided tours, making it one of the best-preserved historic airports anywhere in the world.

Berlin Tegel: West Berlin’s Main Gateway

The last flight departs Tegel Airport in 2020.

Berlin Tegel Airport was built in response to the Berlin Airlift.

Constructed at remarkable speed in 1948, the airport initially helped support Allied operations into West Berlin. It later developed into the city’s primary commercial airport and became famous for its distinctive hexagonal terminal design.

Throughout the Cold War, only airlines from the Allied powers were permitted to operate scheduled services into West Berlin. As a result, carriers such as Pan Am, British Airways and Air France became familiar sights at Tegel.

Following German reunification, Tegel continued to grow rapidly. It became a major base for Lufthansa, Air Berlin and numerous low-cost carriers, eventually handling more than 24 million passengers annually.

Despite its popularity with passengers thanks to its compact layout and short walking distances, Tegel’s facilities were increasingly stretched beyond their intended capacity.

The airport closed in November 2020 shortly after Berlin Brandenburg Airport opened.

Today, much of the site is being transformed into Berlin TXL, a major urban development focused on research, technology and sustainable industries. Some airport buildings remain, but the runways and terminals are gradually being incorporated into the redevelopment project.

Berlin Schönefeld: From East German Airport To Brandenburg Terminal

Interflug aircraft at Berlin Schönefeld. Photo (c) Aero Icarus

Unlike Tempelhof and Tegel, Berlin Schönefeld Airport never truly disappeared.

Located in what was formerly East Germany, Schönefeld became East Berlin’s principal international airport during the Cold War. It served as the main base for East Germany’s national airline, Interflug, whose Soviet-built aircraft connected the German Democratic Republic with destinations across Eastern Europe, Africa and Asia.

After reunification, Schönefeld survived while many expected it to close. Instead, it became a popular base for low-cost carriers such as easyJet and Ryanair.

The new Brandenburg Airport terminal. Arne Müseler / www.arne-mueseler.com, CC BY-SA 3.0 DE <https://creativecommons.org/licenses/by-sa/3.0/de/deed.en>, via Wikimedia Commons

When Berlin Brandenburg Airport finally opened, Schönefeld was absorbed into the new airport complex rather than being shut down entirely.

Today, its former terminals continue to operate as Terminal 5 of Berlin Brandenburg’s wider airport infrastructure, although some facilities have since been mothballed due to changing passenger demand. While the Schönefeld name has largely disappeared from airline schedules, much of the original airport remains in use.

Gatow: Berlin’s Forgotten Military Airfield

Photo (c) Alf Igel

The least well-known of Berlin’s former airports is RAF Gatow.

Established in 1935 as a Luftwaffe airfield, Gatow became part of the British sector after the Second World War. It subsequently served as a major Royal Air Force base throughout the Cold War.

RAF Gatow played an important role during the Berlin Airlift and later supported British military operations in the isolated city. For aviation enthusiasts, it became famous as a destination for military transports and visiting aircraft from across NATO.

The base remained active until 1994, when British forces withdrew following German reunification.

Today, part of the site survives as the Luftwaffe Museum, which displays an impressive collection of military aircraft from both East and West Germany. Visitors can still explore sections of the former airfield and view aircraft that span more than a century of German aviation history.

The End Of An Era

The abandoned Tempelhof Airport.

Berlin Brandenburg Airport may now handle the city’s commercial aviation needs, but Berlin’s former airports remain deeply woven into the capital’s identity.

Tempelhof symbolises the Berlin Airlift and the resilience of a divided city. Tegel recalls the Cold War years and West Berlin’s unique status. Schönefeld preserves the legacy of East German civil aviation, while Gatow tells the military story of Berlin’s frontline role during the Cold War.

For aviation enthusiasts visiting Berlin today, these former airports offer a fascinating opportunity to explore some of the most historically significant aviation sites in Europe—even if scheduled airliners no longer fly from most of them.