By Mark Barnard

December 15, 2009 was the last flight of the last TriStar off the production line. Number 250 of 250. It was to be an unceremonious and woefully ungracious end to the life of this significant airplane. A ferry from Riyadh, Saudi Arabia to what would ultimately prove to be its final resting place in Ras al Khaimah, UAE. Un-pressurized. Landing gear mechanically pinned in the down position. We were directed to take the airplane there ostensibly for storage until its D check could be accomplished, at the completion of which it would be returned to service. But those of us on the crew . . . well, we had all seen Big Guy’s lips move before.  We knew the truth.

It began life as manufacturer’s serial number 193G-1250. Originally bound for the Royal Flight division of the government of Algeria, it was instead bought by Saudi Royal Flight. It was registered as HZ-HM5 during its years of service flying the Saudi Royal family, but with the purchase by my company, it was re-registered as N389LS. One of only two TriStars to come out of the factory in VIP configuration, its place in the production line was not the only thing that made the airplane unique.

My lifelong affair with the TriStar began the summer that I was 14 on a family trip to Indianapolis, home of my mother’s sister and her husband. A few times a year we would pack up the family car and make the two-hour trek to see Uncle Ed and Aunt Winnie. My dad and my Uncle Ed were very close not only in their familial relationship but in age, disposition, and history. Both were simple country boys who grew up dirt poor during the Great Depression. Together they would talk, with my Uncle Ed perpetually tending to his omnipresent pipe, occasionally fascinating me by blowing smoke rings. They would laugh and remember, talking about things understood only by those who share that common background. Through the windowpane of my childhood eyes, Indianapolis was a huge city, and during our drives from my small southwestern Indiana hometown of Washington, those eyes would only grow wider as I saw the landscape change from the rolling hills, rural farms, and small towns of southern Indiana to the highways, traffic, and skyscrapers of the big city.

I grew up wanting to be a pilot. Honestly, I don’t really know how that all got started. While growing up most kids go through the stages of wanting to be a policeman, a fireman, or a baseball player. Not so with me. I never went through any of those phases. Nobody in my family ever had anything to do with airplanes. No relatives or close family friends were pilots or were in the military, no one I knew was an airplane mechanic or any of the sort. I just know that I don’t remember ever wanting to do anything else. I read books about airplanes, drew pictures of airplanes, and built model airplanes. When I was about 6 years-old mom and dad bought a red plastic toy DC-8 from the local Murphy’s store on Main Street in my hometown. It was my very first toy airplane. I have that toy airplane to this day. It figures prominently in my curio cabinet at home, along with my original student pilot logbook, a whiskey compass from a TriStar, a Litton LTN-211 Omega CDU, and other treasured memorabilia significant to my career. Although it is quite a bit worse for the wear, with lots of scratches, scrapes, and even a missing engine nacelle, all accumulated by a small child playing with it almost incessantly, it is among my most precious possessions.

On every trip we took to Indianapolis my parents would treat me to a stop at the Indianapolis airport. This was long before “Indianapolis International” existed. At that point in history, it was named Weir Cook Airport. There was a small airport park at the corner of High School Road and Pierson Drive. The park was nothing spectacular, just a couple of picnic tables, a few maple trees, and a small parking lot oriented so you could watch the airplanes land. The approach end of the runway was right across the street from the airport park, separated from the airport park by only Pierson Drive and a security fence. When landing, the airplanes would seem so close it looked like you could hit one with a rock. I would watch with fascination as the 727s, DC-9s and 737s would come across “the fence” for landing.

Back on the ramp in Riyadh, we were preparing for the ferry to Ras al Khaimah. It was really troubling me that the airplane’s last flight was going to suffer the humiliation of being flown all the way with the landing gear pinned down.  We had to fly it unpressurized; there was no real way around this requirement. But to fly it on its last flight without retracting the gear was unconscionable in my mind. The main reason for these requirements was that the airplane was out of date on just about every maintenance inspection that was due. Engines, landing gear, everything was out of date. The benefactor of meticulous maintenance by Saudi Royal Flight, it was obvious that the airplane was mechanically sound, and it had just been ferried from Jeddah to Riyadh a few months earlier with zero issues. But rules are rules and given its out-of-inspection status these were the requirements we had to meet. I talked with Steve and Mike, my close friends who were the other two members of the cockpit crew. They shared my sentiment that this was no way to ferry this airplane. We came up with an alternate plan.

I told the maintenance crew preparing the airplane for the ferry that I didn’t want the gear pinned down. 

The Saudi maintenance supervisor frowned. “Captain, that is part of the ferry permit procedure. The gear is out of inspection. We are required to pin the gear for the ferry flight.”

Implementing our plan with as stern of a face as I could muster, I said that I understood, but my concern was safety of flight. Given that the engines were out of inspection status, I wanted to be able to retract the gear after takeoff in the event we had an engine failure. In such an event, being able to retract the gear would be critical to the airplane’s performance. With all the drama I could summon for my performance, I told them that I’d hate to have to explain why a former Saudi Royal Flight airplane was a smoking hole in the Saudi desert only because the Captain was prevented from retracting the landing gear after an engine failure because of a paperwork requirement. I knew good and well that an engine failure wouldn’t result in such a catastrophic event, but I thought the theater might add a sense of urgency and credibility to my request. I proposed to him that we would leave the gear extended for the flight unless we had an engine failure, but I wanted the ability to retract the gear if it was necessary. Pinning the landing gear would make that option impossible.

“Captain, I must check with my manager.” My Saudi friend then scurried off, disappearing into the hangar and up the stairs.

The summer of my 14^th year we were at the little airport park when I saw my first TriStar. When it first came into view on the approach, I didn’t know what it was, but I knew that it was bigger than any other airplane we normally see. It turned out to be an Eastern L-1011, and when it came into full view, I thought it was the most beautiful airplane I’d ever seen. The sun gleamed off its polished aluminum livery. The center engine was stylishly molded into the fuselage.  Unlike the DC-10, whose number two engine sat up in the middle of the vertical stabilizer giving it the appearance of being a clumsy afterthought, the TriStar’s number 2 engine conversely gave the airplane a sleek, elegant, aerodynamic profile. The word “Whisperliner” was painted on the side. On the approach it looked as if the nose was pitched up higher than other airplanes, giving it the aura of nobility and pride, a look no other airplane I saw had. I was mesmerized. It was love at first sight. From that moment on I was completely enamored with the airplane. I knew right then and there what airplane I wanted to fly. I stopped drawing pictures of 747s and started drawing pictures of TriStars.

Over the next months I would write to the Lockheed factory and ask for pictures of the airplane. As an adult looking back, I can envision a secretary in an office reading a handwritten letter from a teenage boy asking for pictures of the airplane. I like to think that secretary had a smile on her face as she placed some pictures in an envelope and put them in the mail to this kid from Indiana.

That same summer I had my first flying lesson in a Piper Colt. Oftentimes, as adults reflecting on our childhood, we’re apt to remember times when we can honestly say that under the same circumstances, we’re not sure if we’d have done the same thing our parents did. Such was the case with my starting flying lessons. I had read in the regulations that you could solo a glider at the age of 14. Upon encountering this revelation, I marched my 14-year-old self into the living room where my dad was sitting, showed him the reg, and announced I wanted to start flying lessons. In my now-adult brain, I think I would’ve responded to that declaration with something like, “Well son, let’s wait until you’re a little bit older. If you’re still interested, then we’ll see.” A perfectly logical and doubtless-typical-parental response to a young teenager asking to start something that ambitious, not to mention expensive, at such a tender age. However, that’s not what my dad said. He looked at the book with the reg in it, looked back at me, and said, “Let’s go to the airport this Saturday and see what we have to do.” With that pronouncement from my dad my flying career started.

On my first lesson, the airplane wasn’t 100 feet in the air before I knew that I had discovered how I wanted to spend my life. It was so much better than it was in my imagination. In the following years, I soloed and received my Private Pilot’s certificate before I graduated from high school. All that time the letters to Lockheed continued, the L-1011 pictures and drawings kept coming, and I never forgot the TriStar that I saw in Indianapolis that day. But as I matured and started to learn more about the realities of how aviation works, I came to realize that it wasn’t as simple as showing up at an airline that flies the TriStar and saying, “I want to fly the L-1011.” Before anything else happens, you have to be hired by an airline that flies the airplane. And to get hired by that airline you must have mountains of experience. Then, once you manage to get hired at said airline you must reach the seniority level that allows you to hold that particular airplane. I came to realize that the TriStar was much further away than it seemed that day at the little airport park. I frowned at the thought that I would never get to fly the airplane I dreamed about.

Onward and upward. The years went by. Gathering my ratings, flight-instructing throughout college building experience, I managed to eventually be hired by a local commuter airline. But as time went by more reality began to set in. I had been flying the Fairchild FH-227/F-27 for a few years, which was a Part 121 airplane, but I didn’t have a significant amount of jet time, nor did I have military flying experience. At that specific point in airline history, both were virtually requirements to get a job flying for a major airline.

The calendar had now advanced to 1987. It was 13 years hence from my first TriStar encounter at the little airport park.  The TriStar had been in service for 15 years. Production of the TriStar ceased three years earlier and the clock was ticking on its service life. Technology was changing. Just two years before the FAA approved 120-minute ETOPS operations and was now considering allowing 180-minute ETOPS. Translated to English that means routes that were once the exclusive domain of 3- and 4-engine airplanes could now be flown by airplanes with only two engines. TWA, one of the airlines that operated my beloved TriStar, had recently spent millions bringing their B-767-200 fleet up to 120-minute ETOPS standards because of the fuel savings vs. the TriStar on a transatlantic flight. The tea leaves weren’t hard to read. Even if I got hired by an airline today it would be many years before I held the seniority that would allow me to fly the airplane. That realization, and the gravity behind it, saddened me.

“Captain, my manager says he will approve the gear pins being left out, but you must agree to leave the gear extended unless an engine failure or other emergency occurs.”

“I will agree to that, no problem” (trust me…heh heh), I said making a concerted effort to conceal the elation that desperately wanted to appear on my face. The stage was set. There wasn’t going to be any gear down ferry for this airplane’s final flight. The requirement to fly the airplane unpressurized was a different story, not something we could worm our way around based on a technicality. We had to file a flight plan that would reveal our requested cruise altitude, and a copy of the flight plan had to be provided to the Saudi civil aviation authorities as part of the ferry permit. Even if we were to ask ATC to climb to a higher altitude after takeoff the authorities would know about it, and we might later have some explaining to do. One typically doesn’t request an “emergency climb” to altitude. So, we were stuck with flying unpressurized. But the indignity of a stiff-legged ferry flight was now, unbeknownst to our Saudi hosts or anyone but those of us on the crew, history.

The time came to depart. There existed a paradox, an incongruity in my emotions on this flight. It was quite a thrill for me to be flying the last TriStar ever built, but at the same time, that excitement was wholly deflated by the fact that unless Big Guy’s lips weren’t moving in their usual fashion it was very, very likely this would be the airplane’s final flight. The engines were started one by one. The sounds, the sensations now so very familiar to me after my years flying the airplane, were all present as the airplane performed exactly as it was designed to during the engine start. The familiar growl of the Rolls-Royce engines as they accelerated after ignition, the starter valves closing at 46% N3 RPM, the sound of the air rushing into the cockpit as the packs were turned on . . . all was as it was supposed to be.

Some of us are fortunate enough during our careers to encounter what I think Ernest K. Gann may have called a “Fate is the Hunter” moment. Sometimes things happen serendipitously that you couldn’t have gotten to work out no matter the level of planning or preparation. One of those moments occurred for me at an Italian restaurant in Pittsburgh while doing simulator training for new hires on the FH-227. My close friend Gene Freeman had been hired by American Trans Air the previous fall. Gene had been flying the BAC-111 for our regional airline. Doubtlessly the most brilliant individual I’ve ever known personally, Gene was an accomplished pilot. He encouraged me to apply to American Trans Air, which of course I did. It was no small incentive for me to do so given that American Trans Air operated TriStars, having acquired nine of them from Delta Air Lines in 1986. I applied but received not even an acknowledgment that my application was delivered. Very little jet time, no military experience. It was no surprise to me.

It was my tradition to take new hires out to dinner at this wonderful little Italian place the evening prior to commencing our simulator training. Always consisting of only the three of us that would be present in the simulator, this was more of a team-building exercise than anything. Additionally, it was a chance to calm the nerves of what were usually young pilots embarking on their first encounter with Part 121 airline training. We would sit and talk, discuss the upcoming sim training and how it would be conducted. What the expectations were, etc. It can be quite stressful on a young person experiencing their first training of this type. My goal was to get the trainees to relax so they had a better chance of succeeding.

As providence would have it, seated at the table next to us there was an older gentleman with two younger fellows.  After a period of time, the older gentleman leaned over and said he’d been hearing some of our conversation and asked if we were pilots? I said yes, we are. He then asked who we flew for and what airplane were we flying? I answered his query, and his reply surprised me. He said, “I’m the Director of Training for American Trans Air and we’re here doing 727 sim training.” Responding in a way that is quite uncharacteristic for me, from whence it came I don’t know to this day, I blurted out, “Is that right? I sent an application in to you guys, and you didn’t even respond to me.”

After realizing how that probably came across to him, I was shocked at the tone of insolence I had probably just conveyed. He responded by telling me to come to the 727 simulator the next day after our training period was finished. He said, “we’ll put you in the 727 sim and see if you can fly.”

The simulator flight went great, and I was offered an interview at American Trans Air. I dared hope that the TriStar was in reach. American Trans Air had just bought the airplanes not even two years previously. They weren’t going anywhere anytime soon. But my Ernest Gann moment had not yet fully played out. At the completion of my American Trans Air interview, I was told that the company had a full complement of 727 pilots, but they were short on L-1011 crews. I would be hired as an L-1011 copilot!

The elation, the ecstasy I felt at that moment is beyond my poor power to articulate. The dreams of a 14-year-old boy had just come true. The letters to and pictures from Lockheed all those years ago didn’t seem silly anymore. I wished I could talk to the kind secretary who sent them to me all those years ago, but I didn’t even know her name. I know not whom to credit for my inconceivable gift of good fortune. God, prayer, fate, destiny, or maybe just plain ol’ blind, dumb, stupid luck…perhaps a combination of all of them . . . I’m not really sure. The only thing I can say for certain is that dreams do come true, because at that moment mine did. No one will ever convince me otherwise. The first person I called to tell was my mother. My father unfortunately had passed away a couple of years previous, but no one would understand the depth of what this meant to me more than my parents.

We lifted off the ground at Riyadh bound for Ras al Khaimah. Our “evil plan” for the landing gear was to leave it extended until we were certain we were no longer under the observation of the control tower at Riyadh and certainly out of view of the maintenance facility we left from. After that . . . up came the landing gear. The airplane was now clean and flying like she was meant to fly, although just at a much lower altitude. We cruised at 9,000 feet to avoid the necessity of wearing oxygen masks. We looked at each other and laughed, all self-satisfied with our landing gear coup.

As we proceeded along with the flight, we came to appreciate that we were cruising at such a low altitude. For one, thing we were slow, restricted to 250 knots indicated below 10,000 feet. Between the speed and our low cruise altitude, we enjoyed a view of the Saudi desert that we would’ve never had on a normal flight. The dunes of the desert were clearly visible, spotted with the occasional camel herd which we could easily see. We avoided Qatari airspace to the south and set our course just off the UAE coast flying over the waters of the Persian Gulf. We could see the oil rigs clearly. It was an amazing sight that few people get to experience. Ras al Khaimah sits very near the tip of the horn of the Saudi peninsula that defines the Strait of Hormuz. We could see the oil tankers. Our low cruise altitude and the crystal-clear desert weather provided us a vista that we otherwise would have never been able to witness.

The Ras al Khaimah runway was now in sight. The excitement of the sights we enjoyed during our flight is now completely overcome by the finality of the landing. The closest I can come to describing my feelings were that sense of sadness and regret that one feels when they are taking their beloved pet to the vet to be euthanized. While we know the purpose of our journey, our cherished pet knows nothing of it. Our pet merely trusts us to take it somewhere it is supposed to be. The throttles came back for what would be the very last time. There was a little anxiety as we lowered the gear. If it failed to extend then we were “busted”, and our plan exposed. But as it had done for the last 20+ years the airplane did what it was supposed to do. The flaps were extended, and I sat the TriStar down on the Ras al Khaimah runway as gently as I could. We taxied to the ramp very slowly, wanting to extend the flight for as long as we possibly could. We shut the airplane down, ran our securing checklists and the crew exited the airplane. I was the last one off of the airplane as I wanted to take a few pictures of the interior before deplaning. As I walked out of the cockpit I said aloud, as if the airplane could hear, “I’m sorry. I wish there were something I could do. I really do.” I took a couple of pictures of the airplane’s data plate as I exited the left forward entrance door.

Thus ended the last flight of the last TriStar. When we arrived at the hotel and I got to my room I was overwhelmed emotionally. I’d be lying through my teeth if I told you I didn’t shed a tear.

The TriStar and I had some incredible adventuresduring our time together, both prior to this flight and many afterwards. I flew the airplane on six continents. It took me to the Pyramids of Egypt, to the wonder and history of Europe, to the rain forests of South America, the Great Barrier Reef of Australia and to see the ancient wonders of the Orient. Wake Island, Fiji, Pago Pago and other Pacific Island paradises. It saw my mother riding with me in the cockpit jumpseat from Washington Dulles to Indianapolis. It allowed me to fly with some of my heroes like Bill Weaver, Jeff Fowler, Don Moor, Bob Taylor and Rodney Boone. I was part of launching a rocket off the bottom of the airplane from 39,000 feet. Through the TriStar I met friends that I would have for life. Steve and Mike, my fellow crewmembers on the last flight of the last TriStar are still close friends with whom I have regular contact. It saw me as the TriStar Fleet Manager for American Trans Air for a bit over five years, a position and period which I look back upon as my proudest achievement in aviation. Along with my dear friend Gene Freeman and the dedicated, professional crews flying the TriStar we achieved a level of success with the airplane that our upper management not only disdained but frankly could simply not understand. Together Gene and I flew the airplane near the North Pole, reaching a latitude of 87 degrees north. No one else except the RAF has done so with the TriStar. I did things and went to places riding safely on the back of my magic TriStar carpet that was far beyond the wildest dreams and imagination of a teenage Indiana country boy.

Professionally I credit the airplane with evolving me into the pilot I became. Every professional pilot must pass through what I call a seasoning, a period where our skills, habits and attitudes are tempered in the crucible of experience and honed to a fine edge. The TriStar was a wonderful teacher to me in that respect. In the TriStar I learned to manage a widebody aircraft, learned to prioritize tasks and developed leadership skills. Today, even after flying marvelous airplanes such as the 747-400, I’m awed by the foresight the men and women who designed the TriStar possessed.  Like the mobile phone and tablet devices we use today, its systems walk that fine line between being deeply complex yet not complicated in the operational arena. It gave me a deeper understanding of how airplanes work and how they fly and the difference between those two. There isa plethora of what one would consider small things in the airplane that someone obviously devoted a lot of time thinking about during design and development. Boeing’s magnificent 747-400, with its glass cockpit, FMS and two-pilot technology, is at its best merely a faint copy of the TriStar.

The pragmatists, the engineers, the skeptics who don’t believe an airplane can have a personality, will tell you that it’s impossible for a mechanical device such as an airplane to have a character or an essence. But they just don’t understand. I know of more than one poetic pilot who waxes lyrically about the soul of his airplane, anthropomorphizing the tons of aluminum, wire, cable and glass that make up his machine. But in the case of the TriStar, specifically in the case of the TriStar and me, there’s no doubt that in my mind the skeptics are dead wrong. I have a connection to the airplane that is rarely duplicated in my interactions with sentient beings. The airplane is a part of me, as surely as my hand or foot is. I’ve flown some wonderful airplanes during my career but none of them even come close to the TriStar. It does, and will always, define my career in aviation.

By Phil Brooks

October, 1987

I was 25 years old, working for American Trans Air (ATA) at their headquarters in Indianapolis, IN as an Account Representative in the Sales Department, mostly on the phone, but occasionally traveling to observe U.S. operations with my charter customers-a dream job for this airline enthusiast!

We were in a regular morning meeting, going over that weekend’s upcoming charter flights. One of the Managers, who specialized in military charters, mentioned he would not be supervising that weekend’s U.S. Army Rangers charter from Pope Air Force Base, NC, to Aviano NATO Base, in Italy, due to Halloween plans. I didn’t have anything going on, so I volunteered to work it.  

That was approved, and on October 30 I was sent on a USAir DC-9-31 to Cleveland, OH (CLE), where I would meet the crew and aircraft, a 727-22 (N284AT, formerly with United Airlines), and ride its ferry flight to Pope (POB). Since it was a weekend, I also volunteered to ride it over to Italy, rest with the crew, and then ride the ferry flight back to Indianapolis. This was actually cheaper for the company than the airline ticket cost from nearby Fayetteville, NC (FAY) to Indianapolis. It would be almost 20 years before I would log FAY, but this was a lot more fun! I was on a salary, so they didn’t incur any expense with me working on my days off. I think I ate all my meals on the plane.

Arriving at CLE, I walked out to the ticket counter area and met with our Ground Handler, who drove me out to the aircraft. The Boeing was parked remotely; this was my first time boarding an airliner away from a terminal, which was of course fun for me.  

Fate intervened on approach to Pope, as we were advised that the airfield was closed. We diverted to nearby Raleigh (RDU), my first visit to that airport, where I would visit at least 100 times more in the early 2000s, when I was visiting my girlfriend, later fiancee, later wife, Pam!  We parked at an Eastern Airlines gate, and I went inside (to a payphone!) to call Pope Base Operations to see how long the delay would be. I was told that a C-130 transport aircraft had blown tires, which had to be changed on the runway, and they were about ready to re-open. I passed that on to ATA Flight Dispatch. We launched on the recovery flight shortly thereafter. This was my first airliner diversion to an unplanned destination (I’d had an over-flight of an airport due to weather ten years earlier); my total now is 14 out of more than 6,500 flights, every one a good story!

We arrived at POB in the dark and commenced loading 65 Rangers and their equipment. I had a truckload of young soldiers to load the bellies, so it went quickly. The Rangers’ parachutes were loaded as “seat baggage” in the rear of the cabin, which had 129 seats (single class). Their weapons were in the cabin, but I was told that the firing pins had been removed.

We departed with no further delay on our two-stop mission to Italy, making fuel stops at Gander, Newfoundland (YQX) and Shannon, Ireland (SNN), without deplaning. All the airports on this trip were new to me. After attempting to sleep in a cabin seat, I moved to a cockpit jumpseat once we made landfall on the other side of the Atlantic. I observed that all our passengers were sleeping soundly-one of them had told me that they were happy to not have to parachute out, for a change! I enjoyed listening to ATC transmissions on a headset.

Our arrival was in the late afternoon at Aviano (AVB) and we were billeted at the Hotel Villa Ottoboni, in the nearest town of Pordenone. I still have (yes, I got permission to take it) a little plastic tray from the bar there, that one would put their payment on, and I use it every day to store my change!

I was exhausted and went right to sleep, getting up just in time to head back to the airport, but I remember the flight attendants went out on the town-impressive! They would sleep on the trip back, but I didn’t want to miss anything!  I don’t remember anything special about the departure, as it was still dark outside.

We made an uneventful fuel stop at Shannon; but, at Gander, the crew decided they wanted to eat something other than the provided catering. I volunteered to purchase everyone’s Fish and Chips meals for lunch. I have no passport stamp for my visit, so don’t believe that I officially entered Canada-probably just used the snack bar in the Transit Lounge.  We were the only international arrival at the time.

Finally returning to our IND base, the Customs Officer met us in the jet bridge and cleared us right there-I felt like a VIP!

Captain Baker wrote up a nice review of my participation, recommending that this be done more often. Alas, a week later, the company found themselves in a financial crisis and needed to cut costs immediately. I was furloughed on November 9, but within a few days, was hired at USAir as a part-time Customer Service Agent at IND. I don’t think I would have ever left ATA if they hadn’t laid me off; that was a great place to work for a young airline enthusiast who didn’t need to make much money!

By Lane Kranz

Sun Country began operations in January 1983 as a charter airline with a single 727-200. Its inaugral flight was Sioux Falls, SD to Las Vegas, NV. Many of the employees were former Braniff employees which shutdown in 1982. Sun Country expanded its charter business with additional 727s and added DC-10s in the late 1980s. In the 1990s, Sun Country was the third-largest charter airline in the US.

Following the 9/11 attacks, Sun Country shut down and filed for bankruptcy in December 2001. The airline re-emerged and began scheduled operations. Ownership would change hands numerous times and included an FBI investigation for financial fraud. Their business model evolved into a ULCC model and remains heavily leisure-focused. In 2020, the airline operated its first all-cargo flight for Amazon under the Prime Air banner. Today, the airline operates scheduled, charter, and cargo services. According to the airline’s website, they operate only 737 jets:  34 passenger aircraft and 12 freighters.

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Sun Country has issued 5 different junior wings:

By Robert G. Waldvogel

The Shorts Skyvan, a light freight transport, and the 330 and 360 commuter airliners that were based upon it, were rugged and reliable aircraft, the latter facilitating the growth of then-developing regional carrier route structures.

Shorts Skyvan

Based upon an amalgamation of two conceptually similar designs, the HDM.106 and the HDM.107 that Short Brothers of Belfast, Northern Ireland, purchased from F. G. Miles in 1958, the eventual Skyvan used the foundation laid by both for a utility and small cargo aircraft, whose development commenced the following year.  It was initially designated the PD.36.

Stubby and short, it was hardly the sleekest airframe in the sky, but its features were necessary for its intended missions, including twin engines; a high-mounted, straight wing with an aspect ratio of 11; a box-resembling fuselage with slab sides and an internal, 6.6-square-foot cross-section; an aft loading ramp operable in flight; dual vertical tails; and a fixed tricycle undercarriage.

Powered by two 390-bhp Continental GTSIO-520 piston engines, the Skyvan 1 first flew in prototype form on January 17, 1963.  Underpowered, it was retrofitted with 520-shp Turbomeca Astazou II turboprops, once again taking to the skies ten months later, on October 2, in whose guise it was provisionally known as the SC7/10 Skyvan 1A.

Yet a second powerplant change, this time to the even more capable 637-shp Astazou X, coupled with minor wing modifications and a lowered tailplane, resulted in the March 1965 variant, the Skyvan 1A series 2, for which Aer Alpi of Italy became the launch customer, placing an order for two aircraft.

The definitive production version, fitted with 730-shp Astazou XIH-1 engines, introduced several modifications, among them a more streamlined nose, larger, rectangular passenger windows to replace the original round ones, a single nose wheel, and with the ninth production airframe, a 31-inch cabin length increase, for a new, 18.7-foot total. Finally, a fuel capacity increase, from 175 to 225 Imperial gallons carried in four wing tanks.

High-elevation and –temperature airfield operations necessitated an even more capable version.  Introducing 755-shp Garrett AiResearch TPE-331-201A turboprops, which drove three-bladed Hartzell propellers, and an increased 300-Imperial gallon fuel capacity, the resultant SC7 Skyvan 3, employing the now modified Mk 2 prototype, first flew on December 15, 1967.

With a 40.1-foot overall length and a 64.1-foot wingspan, it offered a 4,600pound payload, 12,500-pound gross weight, and 654-mile range with its maximum fuel and a 3,000-pound payload.

Because the flat ceiling and vertical walls of its boxy cabin provided considerable volume within a relatively small area, it offered flexible accommodation, from the previously quoted 4,600 pounds of cargo–comprised, if necessary, of small vehicles–to 12 stretchers and up to 22 single-class passengers.  A convertible variant accepted palletized freight, with provision for its lightweight, slimline seats to be folded against the sidewalls.

Incorporating these features was the succeeding Skyvan 3M military version, which also introduced nose-installed weather radar, a roller-equipped loading system, and accommodation for 12 stretchers, 19 paratroopers, or up to 22 standard troops.  More importantly, it offered increased maximum payload and takeoff weights of 5,000 and 13,500 pounds respectively.

The Austrian Air Force, the first to order the type, took delivery of its two examples on September 12, 1969.

A third-level or commuter airline variant, the Skyliner, incorporated passenger features, including a low-entry door on the aft, port side and a modernized cabin with individual air vent and reading light units, a small galley, and a lavatory.

Shorts 330

Development of the passenger-configured Skyvan and Skyliner, undertaken to produce an inexpensive, unpressurized commuter airliner, resulted in several fundamental modifications that introduced higher capacities and sleeker lines.

A 12.5-foot forward fuselage stretch, for instance, coupled with a more pointed nose, afforded a 30-passenger capacity in a three-abreast, one-two, arrangement at a 30-inch seat pitch, complete with molded sidewalls and enclosed overhead storage compartments. A 9.9-foot insertion in the braced, high-mounted, supercritical wing took the span to 74.8 feet and its area to 453 square feet.

Power was provided by two Pratt and Whitney PT6A-45 turboprops, turning five-bladed propellers, while the tricycle undercarriage was retractable for the first time.

Launched after receipt of UK government financial aid on May 23, 1973, the aircraft, initially designated the SD3-30, first flew in prototype form on August 22 of the following year.  A second one first flew on July 8, 1975 and the first production example took to the skies five months later, on December 15.

Although launch orders were placed by US-based Command Airways and Canada-based Time Air, the latter, in fact, was the first to inaugurate the type into service on August 24, 1976.

Succeeding the baseline Shorts 330-100, the 330-200, announced in 1981, offered 1,020-shp PT6A-45R engines, whose power increased to 1,198-shp when the “r”—for “reserve”—was used.  With a 7,500-pound payload and a 22,900-pound gross weight, this variant carried 3,840 pounds of fuel, but, like all others in the Skyvan/Skyliner/330 series, it suffered from speed deficiencies, only cruising at between 180 and 200 mph.

Aside from US launch customer, Command Airways, other US regional operators included Golden West Airlines, Mississippi Valley Airlines and Metro Airlines. These three carriers, Henson Aviation, Suburban and Chautauqua Airlines all operated under the Allegheny Commuter banner. Lastly, not to be left out was Burlington, Vermont based Air North.

Aer Lingus and Olympic were major European operators of the type.

A military version, the C-23A Sherpa, featured an aft loading ramp. Some Shorts 360 aircraft were converted to become C-23A Sherpas.

Production, which ceased in 1992, totaled 136 examples of all variants.

Shorts 360

The Shorts 360, the definitive development of the Skyvan and the 3-30, introduced a three-foot forward fuselage plug for a new 70.6-foot length, a redesigned aft portion with a tapered profile, a swept, single vertical tail, two additional seat rows for a 36-passenger total, uprated, 1,194-shp PT6A-65R engines, a 25,700-pound maximum takeoff weight and higher cruise speeds, of up to 243 mph.

Suburban Airlines, operating under the Allegheny Commuter consortium, placed the launch order with aircraft N360SA, seen in the photo below.

First flying in prototype form on June 1, 1981 and certified on September 3 of the following year, it entered service two months later.

Advanced versions, introduced in 1985 and 1987, featured higher rated engines and six-bladed propellers before production, totaling 165 aircraft, ended in 1991.

By Phil Brooks

Being a Private Pilot and Aircraft Dispatcher for several decades, I’ve always been interested in various aspects of aerial navigation.  In the mid-1990s, with GPS navigation on the horizon, I decided it was time to document the “brick and mortar” navaids.  My favorite is the VOR station- that stands for very high frequency, omni-directional range.

These short-range navigation facilities exist worldwide, and were developed by the U.S. Civil Aeronautics Administration in the late 1930s, and perfected during WWII. These beacons transmit a signal in 360 directions (radials) over a VHF frequency, in the range of 108-117.95 MHz. Pilots tune in that frequency and the receiver in the aircraft directs them to fly to or from that VOR. It also allows them to identify and intercept certain radials, for en-route navigation (on so-called Victor Airways below 18,000 feet above mean sea level, or on Jet Routes, above Flight Level 180) as well as instrument approach procedures. The intersection of two radials, from two different VORs, can also allow one to determine their present position.

I concentrate on those in the United States, so this article will focus on those maintained by the Federal Aviation Administration (FAA), the successor to the CAA.  There are other aviation navaids, but VORs are large, easily identifiable structures, so they caught my eye first.

VORs basically come in two versions, one that looks sort of like a big bowling pin, and another, the Doppler variety, which is typically elevated above the surrounding terrain, when nearby structures might affect the signal, which is usable in “line of sight” only. Some are classified as VORTACs, because they have the military’s TACAN (Tactical Air Navigation) system built-in, which provides similar information. There are also VOR-DMEs, which provide distance to the station. More detailed information can be found on wikipedia.com. They can be identified in flight by the Morse code of their identifier, aurally broadcast on the same frequency.

Here is an example of the Doppler VOR:

The technology, the world standard for more than 50 years, is still in use, but GPS (also known as GNSS-Global Navigation Satellite System) now dominates aerial navigation.  The FAA is decommissioning most VORs over the next few years, but keeping what they call a Minimum Operational Network (MON), to provide basic conventional navigation service for operators to use if GNSS becomes unavailable.

The MON is intended to provide signal reception starting at above 5,000 feet Above Ground Level (AGL) over the continental United States, giving pilots the ability to navigate to a MON airport within 100 nautical miles and conduct an Instrument Approach without the use of GPS. This is planned to consist of 590 VORs, out of the almost 1,000 that existed in 2016, when de-commissioning began. So my hobby will continue for the indefinite future! While GPS is wonderful, it is vulnerable to some extent, and certainly has none of the “romance” or physical presence of the VOR system. Perhaps when the last VOR is de-commissioned, that will be my time to retire!

I appreciate both the history of the VOR system, because it was such an improvement over earlier systems of navigation, and, as a student of geography. My favorite VOR is the one nearest to my home, Brickyard (identifier: VHP), near Indianapolis, IN. I have dragged my wife Pam, even when we were dating, to a number of VORs, and she has a favorite too-Dove Creek (DVC) in southwest Colorado.

The first VOR in the U.S. was located at the Indianapolis municipal airport, now Indianapolis International (IND). This was the location of the CAA’s Technical Center at the time. Indianapolis VOR was moved about 7 miles northwest of the airport at some point, and the name was later changed from Indianapolis (IND) to Brickyard (a nickname for the nearby Indianapolis Motor Speedway) in the 1990s, to avoid confusion between the VOR and the airport, since they were no longer co-located.

They are mostly named for nearby towns or cities, but sometimes after people.  They also have three-letter codes, like airports.  Some unusual names are Crazy Woman (CZI) in Wyoming, and Gipper (GIJ) near South Bend, IN and Notre Dame University.

Here is an example of what a VOR/DME looks like on the St. Louis Aeronautical Sectional Aeronautical Chart showing the Samsville VOR:

Some are hard to find from the ground, because they are located on ridges or mountaintops, to provide an unobstructed signal.  Others are easy, located right on airports.  Their locations can be viewed on charts accessible via www.skyvector.com.  In the “old days” before smartphones, I went on a few “wild goose chases” where I was unable to locate a VOR from ground level, much to the frustration of my wife!  The Google Maps website (maps.google.com) has made it a lot easier to find them in advance of a search.  Some come up in a location search, but for others you must enter the latitude and longitude (available from www.airnav.com). 

When taking pictures of VORs, it’s important to stay on public property or get permission from the landowner.  I’ve met some nice people this way, but it sometimes takes a bit of explanation as to why I am interested!  I like that some people, even landowners, who receive payment for the use of their land, don’t know what those “bowling pins” are for.

I am a member of the Airline Dispatchers Federation (www.Dispatcher.org) and post a photo every month of a VOR, with clues as to its identity, for people to guess.  Check it out, you don’t need to be a Dispatcher to play!  The website can also be used to learn about the Dispatch profession, which I love.

Pictures of VORs from Captain’s Log readers around the world would be appreciated!

This article is dedicated to my wife, Pam, for putting up with many “VOR hunts,” and also to retired FAA technician Bill “Guido” Hyler, who has answered many of my VOR questions over the years.

By Charles Dolan

As I was preparing my last article for the Captain’s Log, I was struck by the number of airlines in Central America which had connections with Pan American World Airways. The nineteen twenties and nineteen thirties saw the somewhat rapid and often chaotic development of air services in Central and South America. This area of the globe needed to move mail, people and cargo from many point As to many point Bs. The new opportunities were explored by local entrepreneurs and others from around the world. United States, German, French and Italian entities tried and failed or in some cases succeeded in establishing airlines in South America.

One name, Juan Terry Trippe, and one airline, Pan American World Airways feature prominently in this developing industry. PAA and Trippe, with the help of Charles Lindbergh, developed air routes along the east coast of the continent using both land and seaplanes. As new services were started, they went to these experts for technical and financial assistance. In other cases, such as the takeover of NYRBA by Panair do Brasil, the experts took over the competition.  The old sports saying “You can’t tell the players without the program” holds true if one wants to try to follow the development of South American airlines. The best program would be Airlines of Latin America since 1919 by R.E.G Davies with more information about Pan American itself in Gene Banning’s Airlines of Pan American Since 1927.

Many of the insignia in my collection look as if PAA had a lot to do with the creation and/or operation of these South American carriers. In some cases this is true, but in others, the only connection is the similarity of insignia. Did the latter carriers just like the look of the PAA brass, or did they want the customers to assume a closer connection? We might never know.

I have also included several carriers which did not have any connection, but I found their insignia interesting.

Aero Peru, Aerolineas Argentinas, APSA, Area,  C.A.U.S.A., Cruziero do Sul and NAB  were independent, having no PAA connection.  AVENSA was developed with PAA holding a 30 percent stake in the company. The PAA share of AVIANCA was 64 percent at its inception. Panair do Brasil was pretty much a Pan American Airways operation after the U.S. Post Office awarded it all of NYRBA’s mail contracts.

NAB, Navigasao Aerea Brasileira adopted the Pan American style wing for its pilot uniform.

Area, Aerovias Ecuatoriana, C. A. had an interesting connection with Pan American besides sharing the design of the cap badge. Area operated two Boeing 307 Stratoliners which had originally been operated by Pan American World Airways. An interesting “factoid” if ever there was one.

I hope you enjoy the images.

All Images courtesy of Author’s Collection.

By Fons Schaefers

This new series of articles covers the development over the years of airliner safety cards and will span almost a century. Safety cards include all those pamphlets, cards and other paper material that an airline makes available on aircraft to inform passengers about safety features available to them. This ranges from do’s and dont’s for each flight, like donning the safety belt and switching off electronics, to equipment and procedures only to be used in an emergency such as an evacuation.

The first six articles chronologically review the development of safety cards whilst the next six (or so) deal with different themes. Currently, I am thinking about the following themes, but if readers have other suggestions, I am happy to adapt: appearance/artwork/contents catalog/efficacy/makers/ special user groups/spin-off cards/unique aircraft.

The history of safety cards parallels that of cabin safety. Its continuous changes are driven by technological improvements, accident lessons, associated regulatory developments and, overarching, the increasing social recognition of safety. In each article, I will sketch the evolution of cabin safety as background to the development of the cards.

1924 – 1934, EUROPE

Not long after passengers were first carried by airplanes, pamphlets addressing passenger safety features appeared. But what were those features? As compared to today’s, they were primitive and largely borrowed from the marine world. Fire extinguishers, first-aid kits and flare pistols were installed in airplanes because they were on ships and considered a token necessity. For overwater flights, life vests were added. Unique to airplanes were safety belts, but these, particularly in America, initially were only installed to prevent persons falling out of open cockpits and not necessarily to restrain them in case of heavy impacts. Emergency exits were prescribed in the very first of airplane design regulations, but this was limited to how many were needed: initially only two, and that included the passenger entrance door. Only later, the nascent regulations got more specific as to how large they needed to be, the ease of operation, marking, lighting, etc.

Although forerunners of today’s safety cards, early passenger safety pamphlets barely meet the definition of a safety card. Imperial Airways, the predecessor of BOAC and thus British Airways, issued them around 1930. I show two examples. The first, coded IA/F/30, so presumably from 1930, explains ‘the normal movements of an Aeroplane in flight,’ ‘how to travel with the greatest comfort’ and ‘the precautions which are taken against and the action to be taken in an emergency.’ In the latter category fall a no-smoking rule, a means of communication with the pilot (‘through the aperture in the front of the cabin’) and instructions how to wear the ‘lifebelt.’ For traveling with comfort, the pamphlet recommends passengers ‘to place cotton wool in their ears to deaden the noise caused by the engines’. Windows could be opened or shut as desired, it further says, without explaining why this was needed at times. Contemporary reports suggest it was to let in fresh air and to remove the stench created by passengers suffering from airsickness and perhaps using the cuspidors that the pamphlet says are provided.

The 1930 sample, reproduced below, has two penciled annotations: ‘The channel looks rough’ and
‘I think Lindberg was a wonder, don’t you?’ For those passengers not trained in sign language, writing on the pamphlet may well have been the only way to communicate during flight, as the engine noise made voices inaudible.

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A 1931 edition of the Imperial pamphlet adds information about emergency exits (‘provided in the roof of the cabins,’ ‘clearly marked’). It is well possible that this pamphlet was not handed out on board but rather already available at sales offices as it also includes information on how to book, dress and obtain foreign money. Note the chauvinist message on the last page: ‘Imperial aircraft and engines are of British design and manufacture and are flown by British pilots.’

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KLM, the Dutch flag airline that was the first in the world to celebrate its centennial (in 2019), in its pioneer years issued ‘travelers suggestions.’ I reproduce a German version, coded ’4-34 7500,’ presumably issued in April 1934 in a stock of 7500. Like the Imperial Airways sample, it starts with an explanation of how an aeroplane takes off, how high it flies (typically 400 meters, about 1,300 ft) and that engine power is reduced for landing. It mentions that windows can be opened but warns not to throw anything out. Airsickness, it continues in a propagandistic stance, is predominantly imaginary and can be prevented by ‘freeing oneself from nervous thoughts,’ using a map to follow the airplane’s track or reading a book or magazine. The life vest is explained but, unlike Imperial Airways, only by using text, not graphics. It mentions the emergency exit in the roof as an alternative to the entrance door. The door between cabin and cockpit can be used to communicate with the pilot in case of an emergency. Like with Imperial Airways, this was through a hole in the door. A feature that will amaze today’s passengers is that wires (‘Drahtberichte’) could be sent and received by
passengers via the radiotelegraphist. This service was introduced in June 1933, so still new when this leaflet was produced.

The airplane pictured looks like the 3-engined Fokker F.VII/3m, a type already in use, albeit with a single engine, since 1924. The fuselage was made of a steel tubular framework covered with linen. The wings were of wood as was the interior furnishing.

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There are indications that KLM issued similar instructions in its home language (Dutch) much earlier than 1934, possibly even as early as 1924. In 1969, at the occasion of their half-century existence, KLM published a celebration book¹. In it is a small reproduction of a concise pamphlet, ranked as being from 1924, that sums up, in Dutch, the safety essentials of the day:

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¹ Vlucht KL-50, Leonard de Vries, 1969

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1935, OXYGEN

Worldwide, very few routes were being operated at the time with supplemental oxygen. Panagra’s trans-Andean route was probably the single exception before KLM introduced it. In the USA, the Rocky Mountains were negotiated without it. In those days the effects of oxygen at altitude were not well understood. Only towards the end of the decade, Ross McFarland and others published their scientific research, which led to the introduction of oxygen rules for US airlines in 1941³. These only prescribed oxygen provisions for crew. Oxygen regulations for passengers came much later, as we will see in the next article.

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² source: Schiphol uitstappen!, Hilda Bongertman, 1935
³ CAB, Federal Register February 6, 1941

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1943, MEMPHIS

The earliest mention of a US airline passenger safety pamphlet that I came across is in the 4 October 1943 edition of Aviation Week. It announces that Chicago and Southern Air Lines (which merged 10 years later with Delta) ponders about it, following a suggestion from a newspaper.

Based on that article, and searching for what likely triggered it, here is my version of the sequence of events.

Photographs courtesy of the author’s collection.

November 2021
Email: f.schaefers@planet.nl

By David Birkley

Sierra West Airlines was founded by Dan Brumlik and Scott Bekemeyer as a commuter airline that would compete with congested Northern California’s highways and existing carriers with a focus on low fares and frequent service. Utilizing Oakland International Airport as a hub offered easy connections to other airlines like Shuttle by United, Southwest, and others.

Headquarters and HUB operations were to be located at the Oakland International Airport. Sierra West Express chose the reliable 19 passenger British Aerospace Jetstream 3200s with plans to serve 12 cities in Northern California and Southern Oregon with a predicted start date of May 1995. Seven beautifully painted J3200s with updated interiors joined the small airline. Aircraft and support came from British Aerospace and JSX Capital of Sterling, VA. 

The airline received its certificate on August 11, 1995, as Sierra Expressway. With much fanfare, service began on August 18 from Oakland to Eureka/Arcata, Monterey, Sacramento, CA, and to Medford, OR. Service to Redding, CA started in October.  Monterey was dropped in December and new service to South Lake Tahoe was started.

Photo Courtesy: Author’s Collection

The airline attempted to follow the success of ValuJet and Southwest Airlines by offering ticketless, no interline or baggage agreements, and peak and off-peak pricing structure. Low-cost walk-up fares were offered with few restrictions. You could purchase a roundtrip ticket Oakland-Medford for $218 which was less than one-third of the competing airlines. The airline offered two fares Off-Peak (6:00A-8:00A and 7:00P-12:00A) and Peak (8:00A-7:00P).

Once at the airport, one could expect friendly and enthusiastic service at check-in. When complete you were given a heavy thick plastic boarding pass with a story on it why you should be flying. No seat selection was offered onboard. Each out-station staff included a station manager and a small staff of ticket and ramp agents. Stations were also crew bases with three captains and three first officers. The airline employed over 250 personnel in December 1995: pilots, mechanics, and airport staff plus, administration.  

Item Courtesy: Author’s Collection

However, after the brief expansion in late 1995 and a slow reduction in service in early 1996 the airline continued to lose money and load factors hovered around 30%. As hard as the management team tried with enthusiasm, low fares and promotions were not enough.  The airline never achieved its predicted load factors of 50%, and other unforeseen expenses had eaten away at the airline’s operating capital. No choice was left but to close the doors on Friday, February 16, 1996.

Item courtesy: Author’s Collection

By Robert G. Waldvogel

As one of the first generation of regional jets that flew some two decades before those produced by Canadair, Embraer, and Dornier in the 1990s, the Aerospatiale SN.601 Corvette straddled the line between the business and regional markets and was consequently the smallest to have served commercially.

Its seed was planted when the French government, continuing its strategy of re-establishing the country’s post-war aviation industry began with piston airliners such as the Breguet Deux Ponts, the Sud-Est Armagnac, and the Sud-Ouest Bretagne requested that aircraft manufacturers submit proposals for a compact twin-turbofan liaison/trainer.  Then-separate Sud-Aviation and Nord-Aviation elected to jointly develop an executive jet designated the SN.600 Diplomate in January of 1968 when French indigenous SNECMA designed a suitable power plant for it, the M49 Larzac.

Displayed for the first time in model form at that year’s Hanover Air Show, it featured what became the standard business jet configuration—a low wing, a narrow fuselage, a forward, left door, swept aerodynamic surfaces, and two aft-mounted turbofans.  It most closely resembled the Cessna Citation 500.  It also had very early and very small-capacity regional jet application.

Predicted sales, which later proved unrealistically inflated, were expected to number some 400 from worldwide operators over and above the initial 60 expected from the French military.

Reflecting its joint Sud- and Nord-Aviation company origins, the aircraft, with its “SN” designation, first took to the sky in prototype form on July 16, 1970, but the lengthy development of its intended M49 powerplant necessitated the use of two 2,200 thrust-pound Pratt and Whitney Canada JT15D-1s instead.  While its maiden flight was successful, its test program did not continue in this vein.  During stall trials eight months later, on March 22, 1971, it crashed, ending in its demise.

A protracted period of redesign, before which Sud- and Nord-Aviation merged to form Aerospatiale, resulted in a 5.5-foot longer fuselage, giving the now re-designated SN.601 Corvette 100 a 45.4-foot overall length; a 42-foot wingspan, to which tip fuel tanks could be optionally installed to increase range; two 2,300 thrust-pound JT15D-4 turbofans; and a 13,450-pound gross weight.  Range, with its maximum payload, was just over 1,000 miles.

So-configured, the second and third prototypes respectively flew on December 20, 1972 and March 7, 1973.  The first production example followed suit eight months later, on November 9, 1973, and French certification was received another six months after that, on May 28, 1974.

The type’s problem-plagued program was hardly helped by competition, particularly on its executive side.  The similarly-configured, French-designed Falcon 20, distributed through Pan American Falcon Jets, enjoyed a brand name recognition advantage and was able to penetrate the coveted US market.

Attempts to conclude similar agreements were unsuccessful, specifically with Ling-Temco-Vought (LTV), Piper Aircraft, and its own Atlanta-based US Corvette Incorporated North American aircraft completion, sales, and distribution center.  Although its final one, with Oklahoma-based Air Center, Inc., seemed more promising, it never received a single production-standard aircraft out of the intended seventy.

As the third most expensive business jet after the Cessna Citation 500 and the Learjet 24, it was subjected to cost overruns and the French government gave serious thought to canceling the program.

After receiving only 24 orders, Aerospatiale did just that.  A report produced by the government’s Court of Audit stated that the company’s management lacked an adequate understanding of the risks involved in the face of competition from comparable US, British, and other French designs, saying, “It is certain that the Corvette program is, and will remain, a major commercial and financial disaster.”

In its regional jet role, it found limited application by third-level carriers seeking to offer point-to-point, hub-bypassing service on routes too thin to support larger aircraft.

Air Alpes, for example, which took delivery of two Corvette 100s in 1974 and another two in 1975, operated routes on its own behalf from Paris and those, such as Lyons-Brussels, on Air France’s, its aircraft appearing in its livery on one side and its own on its other.  Accommodating a dozen passengers, they featured two rows of single seats next to the five oval windows on either side, divided by a central aisle.  The cockpit count was two, but there were no flight attendants in the cabin.

Other operators included Air Alsace, Air Champagne, and TAT Touraine Air Transport in France, and Sterling Airways in Denmark.  Airbus Industrie used five aircraft as corporate shuttles between 1981 and 2009.

Although an 18-passenger, Corvette 200, with a 6.7-foot fuselage stretch, was proposed, it never proceeded beyond the concept stage, since its original 100 series ceased production in 1977 after 40 aircraft had been built, ending France’s second-worst commercial airliner program after that of the 150-passenger Dassault-Breguet Mercure 100, whose production run was only 12, including two prototypes.

Plagued by prototype accident; along, corrective development period; a change in power plant type; costly operation; failure to establish a North American distribution venue; strong competition; management ignorance; and capacity that proved inadequate, the Aerospatiale SN.601 Corvette nevertheless served as an example of one of the three regional jet origins: an all-new design, the conversion of an existing turboprop one, or the use of a business jet platform.

Air France/Air Alsace SN 601-100, F-BVPF seen at Basel-Mulhouse (BSL) in April 1976.
Note the lack of wingtip tanks.
Photo Courtesy: Eduard Marmet

TAT – Touraine Air Transport
Aerospatiale SN-601 Corvette 100, F-BTTT seen on May 31, 1978, at Basel-Mulhouse (BSL).
Once again note the lack of wingtip tanks.
Photo Courtesy: Eduard Marmet

Aero Vision SN 601 Corvette, F-GPLA seen at Hamburg, Germany on October 10, 2007.
Photo Courtesy: Christian Muller

Uni Air SN 601 Corvette, F-PVPG seen at Faro, Portugal on November 30, 1987.
Photo Courtesy: Pedro Aragao

Sterling Airways Aerospatiale Sn-610 Corvette, OY-SBT seen at Copenhagen, Denmark on September 22, 1984.
Photo Courtesy: Dirk Grothe | Aviation Photography

Sterling Airways Aerospatiale Sn-610 Corvette, OY-SBR seen at Copenhagen, Denmark on September 22, 1984.
Photo Courtesy: Dirk Grothe | Aviation Photography

Former Sterling Airways Aerospatiale SN-610 Corvette, OY-SBR seen at The Fly Museum in Stauning, Denmark on August 27, 2018.
Photo Courtesy: Dirk Grothe | Aviation Photography

Flight deck of former Sterling Airways Aerospatiale SN-610 Corvette, OY-SBR seen at The Fly Museum in Stauning, Denmark on August 27, 2018.
Photo Courtesy: Dirk Grothe | Aviation Photography

By Lane Kranz

Midwest Express started operations on June 11, 1984, with three DC-9-10s.  The airline later added DC-9-30s and MD-80s.  In 2002, the airline simplified its name to Midwest Airlines and 717s replaced older generation aircraft.  The airline was known for quality service, 2×2 leather seating, and warm chocolate chip cookies.  Financial troubles began post-9/11 and a series of ownership changes occurred.  Midwest Airlines flew its final flight in 2010 as it was absorbed into Frontier Airlines and Republic Airways Holdings.  Its YX code is still used by Republic Airways.

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Pictured Above:  (Left) Midwest Express first junior wing with block lettering.  (Center) Midwest Express second issue junior wing with script lettering.  (Right) Midwest Airlines final junior wing reflecting the name change and new corporate logo.

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All aircraft pictures courtesy of Joe Hamilton collection.