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Boeing Delivers 53 Jets in July Amid Airbus Lead in 2026 Production Race
AirlinesAug 11, 9:17 PM

Boeing Delivers 53 Jets in July Amid Airbus Lead in 2026 Production Race

Boeing handed over 53 commercial airplanes in July 2026. The total marks steady progress in the company’s recovery. It also highlights ongoing competition with rival Airbus. ezstandalone.cmd.push(function () { ezstandalone.showAds(119); }); The deliveries included 39 Boeing 737 MAX jets and 10 787 Dreamliners. Boeing also delivered three 767s and one 777 Freighter. These numbers come from the company’s monthly orders and deliveries report. Modest Gain for Boeing, Clear Lead for Airbus July’s total rose about 10 percent from the same month last year. In July 2025, Boeing delivered 48 airplanes. That earlier figure included 37 MAX jets and eight 787s.Still, the July 2026 result fell short of recent highs. ezstandalone.cmd.push(function () { ezstandalone.showAds(127); }); Boeing delivered 60 planes in May and 64 in June. Production timing and customer readiness can cause these monthly swings. Airbus outpaced Boeing in July . The European manufacturer delivered 67 aircraft to 39 customers. That figure included a strong mix of A320-family jets plus several A220s and A350s. ezstandalone.cmd.push(function () { ezstandalone.showAds(128); }); Year-to-date through July 31, the gap remains clear. Airbus has delivered 418 planes. Boeing has delivered 367. Airbus continues to hold the monthly and cumulative lead. Photo Credit: Boeing Boeing’s Production Focus Boeing continues to raise 737 MAX output. The company aims to stabilize rates near 47 jets per month. Regulators earlier lifted tighter limits after past safety issues. The higher pace supports backlog reduction and customer needs. ezstandalone.cmd.push(function () { ezstandalone.showAds(129); }); The 10 Dreamliner deliveries stand out. Boeing delivered 13 of the jets in June but only six in May. Seat certification delays slowed some earlier handovers. July’s total shows progress at the South Carolina factory. Fresh Orders Maintain Momentum July also brought new business for Boeing. Uganda Airlines signed for four 787-9 Dreamliners and four 737 MAX 8s. This marked the African carrier’s first direct order with Boeing. The deal supports fleet growth and more efficient routes. AerCap ordered 15 more 787-9s. The lessor already holds a large Dreamliner portfolio. This addition expands its offerings to airline customers. ezstandalone.cmd.push(function () { ezstandalone.showAds(130); }); Boeing recorded 38 gross orders in July. These covered 18 of the 737 MAX, 19 of the 787, and one 777X. Eight 737 MAX cancellations offset some of the gains. Net orders for the month stood near 30 after adjustments. Through the end of July, Boeing logged 429 net orders for the year. Airbus posted a much stronger sales month with 204 gross orders. The European firm continues to build a larger backlog overall. Photo Credit: Boeing The Bigger Picture Deliveries serve as a useful proxy for factory output. Not every completed plane leaves in the same month it rolls off the line. Customer readiness and final checks can shift the timing. ezstandalone.cmd.push(function () { ezstandalone.showAds(131); }); Boeing trails Airbus in monthly deliveries and year-to-date totals. Yet Boeing’s focus remains clear: steady production increases, quality improvements, and backlog fulfillment. Narrowbody MAX jets drive most volume. Widebody 787s add higher-value activity. Both manufacturers face supply-chain pressures as they chase ambitious full-year targets. Airbus aims near 870 deliveries for 2026. Boeing works to close the gap through higher rates and consistent output. The July data shows Boeing moving in the right direction after earlier challenges. New orders from airlines and lessors keep the pipeline healthy. Industry watchers will track the next rate increases and how the two rivals perform through the rest of the year. ezstandalone.cmd.push(function () { ezstandalone.showAds(132); });

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Stranded Pilots Force JetBlue to Cancel Flights to Barcelona As Operational Meltdown Reaches Coveted Transatlantic Flights
AirportsAug 11, 5:56 PM

JetBlue Cancels Boston-Barcelona Flights as Pilot Delays Hit Transatlantic Routes

What to Know JetBlue cancelled two Boston-to-Barcelona flights after the pilots assigned to fly them got stuck on delayed connecting domestic flights, the latest sign of the airline’s deepening operational problems. In This Article Why finding a replacement pilot in Boston isn’t simple, since most pilots aren’t qualified to fly transatlantic routes. How a separate Boston-to-Paris flight was delayed past 1 a.m. after multiple crews called out with fatigue. The bonuses, worth up to $4,000, JetBlue is offering flight attendants to help stabilize the schedule. Why JetBlue’s month-long “Level 2” operational alert shows no signs of easing. Show 4 more points + .pyok-callout { display: flex; border-radius: 0; background: #f7f9fc; margin: 24px 0; font-family: -apple-system, BlinkMacSystemFont, "Helvetica Neue", Arial, sans-serif; } .pyok-callout-inner { padding: 20px 24px; width: 100%; } .pyok-callout-head { margin-bottom: 12px; } .pyok-callout-tag { font-size: 20px; font-weight: 900; letter-spacing: 0.04em; text-transform: uppercase; color: #120E43; } .pyok-callout-list { margin: 0; padding: 0; list-style: none; } .pyok-callout-list li { position: relative; padding-left: 18px; margin-bottom: 12px; font-size: 17px; line-height: 1.55; color: #1a1a1a; } .pyok-callout-list li::before { content: ""; position: absolute; left: 0; top: 9px; width: 6px; height: 6px; border-radius: 50%; background: #120E43; } .pyok-callout-list-more li:last-child { margin-bottom: 0; } .pyok-callout-subhead { text-align: center; font-size: 11px; font-weight: 700; letter-spacing: 0.1em; text-transform: uppercase; color: #8a93a3; margin: 22px 0 14px; padding-top: 14px; border-top: 1px solid #e1e7ef; } .pyok-callout-more { max-height: 0; overflow: hidden; transition: max-height 0.35s ease; } .pyok-callout-toggle { display: inline-flex; align-items: center; gap: 6px; margin-top: 10px; padding: 0; border: none; background: none; color: #120E43; font-size: 14px; font-weight: 700; cursor: pointer; } .pyok-callout-toggle:hover { text-decoration: underline; } .pyok-callout-toggle-icon { display: inline-flex; align-items: center; justify-content: center; width: 16px; height: 16px; border: 1.5px solid #120E43; border-radius: 0; font-size: 12px; line-height: 1; } (function () { document.querySelectorAll('.pyok-callout-toggle').forEach(function (btn) { btn.addEventListener('click', function () { var card = btn.closest('.pyok-callout-inner'); var more = card.querySelector('[data-more]'); var isOpen = btn.getAttribute('aria-expanded') === 'true'; var textEl = btn.querySelector('.pyok-callout-toggle-text'); var iconEl = btn.querySelector('.pyok-callout-toggle-icon'); if (isOpen) { more.style.maxHeight = '0px'; btn.setAttribute('aria-expanded', 'false'); textEl.textContent = btn.dataset.moreText; iconEl.textContent = '+'; } else { more.style.maxHeight = more.scrollHeight + 'px'; btn.setAttribute('aria-expanded', 'true'); textEl.textContent = btn.dataset.lessText; iconEl.textContent = '\u2212'; } }); }); })(); JetBlue’s ongoing operational woes are now starting to affect its flagship transatlantic services after the airline was forced to cancel two recent long-haul flights from Boston to Barcelona because the pilots who were going to fly the planes were stuck on delayed domestic flights. That’s the claim made by insiders cited by trusted aviation source JonNYC on X, who explained that the pilots were being flown by JetBlue from its hub at New York JFK to Boston Logan specifically to operate these flights. The pilots were deadheading on regular domestic flights as part of a duty, but the planes they were booked on out of New York JFK were so delayed due to air traffic control restrictions that there was no hope for them to operate the onward transatlantic service and still be within their legal operating hours. Deadheading: When pilots or flight attendants travel as passengers on a flight as part of a work duty. Typically, a deadheading flight counts towards the maximum number of hours that a crew member can work in a day, even though they are not actively working the flight. Airlines typically use deadheading to get crew to a different airport from where they will then operate a flight. Deadheading can also be used to get crew home when things have gone wrong, and the flight they were expected to work has been cancelled. JetBlue flight 345 from Boston Logan (BOS) to Barcelona El Prat (BCN) was cancelled on August 6 for this exact reason, and then just two days later, the same flight was cancelled due to pilot arrival delays on August 8. Finding a replacement pilot in Boston isn’t nearly as simple as you might think. In order to fly planes across the Atlantic Ocean, pilots must undergo special training called the 'Atlantic European' qualification . which covers the different air traffic control procedures in use across the Atlantic, including the lack of radar-based air traffic control. Pilots don’t routinely acquire the 'Atlantic European' qualification, so the number of reserve pilots in Boston available to take on this type of flying at very short notice is limited, to say the least. The source also claimed a recent JetBlue flight between Boston and Paris Charles de Gaulle had to be delayed by four hours, eventually departing at past 1 am in the morning on August 10 because so many crews have been calling out with fatigue. Tomorrow 1107 JFK-LHR is showing delayed till 1p but that might cancel because of the LHR curfew. other crews calling out fatigue because of the ops the last few days. i.e. BOS-CDG tonight it's delayed to 1a And the CDG is delayed because they used a LR on a bos-chs-bos turn… — JonNYC (@xJonNYC) August 10, 2026 JetBlue did not immediately respond to a request for comment. Operational woes have been a persistent headache at the airline for the past month, with the airline declaring a so-called Level 2 alert for operational pressures for weeks on end. Some of JetBlue’s problems are down to significant adverse summer weather that has plagued the Northeast, although its recovery from these weather events has been far from stellar. In an attempt to reset its operation, JetBlue has been offering flight attendants a bonus of up to $4,000 if they pick up a considerable amount of extra flying on their scheduled days off. A flying bonus is also being offered to all flight attendants for August, with the ability to earn between 2,000 and 4,000 Crewbucks – an internal currency that can be exchanged for confirmed flights or even cash. 2,000 Crewbucks is worth $2,000, and 4,000 Crewbucks are worth $4,000. Insiders, however, claim the amount of additional work to achieve to $4,000 bonus would be almost impossible. With crews working long duty days due to weather and air traffic control delays, fatigue calls reportedly remain at elevated levels. Unfortunately, it doesn’t look like the Northeast with the Federal Aviation Administration reporting considerable ground delays at New York JFK due to thunderstorms on Tuesday.

Simple Flying's Flight Tracker Now Makes Finding Live Flights Even Easier
AirlinesAug 11, 5:44 PM

Simple Flying enhances Flight Tracker with cleaner interface and new features for easier live flight viewing

Since launching in May, the Simple Flying Flight Tracker has established itself as an essential tool for aviation enthusiasts, frequent flyers, and industry professionals seeking real-time global airspace data . Built to provide a clean, informative window into global flight movements, the platform bridges the gap between complex transponder data and an accessible, user-friendly interface.

5 Airlines With The World's Most Generous Premium Economy Amenity Kits In 2026
AirlinesAug 11, 5:30 PM

Top 5 Airlines Offering Best Premium Economy Amenity Kits in 2026

In the fiercely competitive landscape of long-haul aviation, the battle for passenger loyalty has moved beyond just legroom and seat pitch. The soft product, or the tangible extras that accompany your flight, has become a primary differentiator for travelers looking to maximize the value of a premium economy ticket. A generous amenity kit is now a physical manifestation of an airline's commitment to your comfort during a 12-hour flight .

Report: Trump Secretly Switched Airplanes on Trip Back From Turkey
Aviation SafetyAug 11, 4:54 PM

Trump Secretly Boarded Different Aircraft After NATO Summit Amid Iran Threat

President Donald Trump secretly exited Air Force One and boarded a different military aircraft before beginning his journey back from a NATO summit in Turkey in July, according to a Washington Post report. Citing sources familiar with the matter, the newspaper said the switch-up was prompted by a threat on the president's life from Iran. The apparent last-minute decision to use the older, robin's egg blue-and-white Air Force One instead of a jet gifted to Trump by Qatar last year sparked intense speculation about the president's safety while in Turkey and possible limitations on the Qatari aircraft's air defense capabilities. The Post is the first outlet to assert that Trump used neither jet and instead boarded a Boeing C-32, a military variant of the 757 that mainly carries the vice president, first lady, and secretary of state. The president's security detail allegedly devised a complex ruse to make it appear as though Trump actually was on the older Air Force One. Trump boarded the airplane in full view of news cameras but was secretly shuttled to the C-32 using an airport catering truck. Reporters and even some White House staff were unaware of the switch and were led to believe they were on the same aircraft as the president. Trump flew on the C-32 to Royal Air Force Mildenhall in the U.K., where he visited with U.S. troops. Photographers captured Trump exiting Air Force One at the base, suggesting he reboarded the aircraft at some point after landing to maintain the deception. The president flew the rest of the way to Washington, D.C., using the new Air Force One. The Trump administration did not confirm or entirely deny the Post's story. "As the president has said recently, there are many enemies of America who have their sights on him, and we use every tool at our disposal to address those threats," White House communications director Steven Cheung told the Associated Press . Neither the Secret Service nor the Air Force have commented on the report. The Qatari jet, now known as the VC-25B Bridge, entered service as the new Air Force One in early July. The aircraft is intended to serve as a stopgap for Boeing's VC-25B, the next official incarnation of Air Force One, which is set for delivery in 2028, the final full year of Trump's second term. Trump has made no secret of his disappointment with Boeing for repeated delays in the VC-25B program. Upon reentering office in 2025, he began lobbying for a new aircraft to replace the 35-year-old VC-25A, which he considers badly outdated. The gift of a Boeing 747-8 from the Qatari government solved this problem for the White House, even while raising ethics and national security concerns on Capitol Hill. The VC-25A, which has served every president since George H.W. Bush, was on track for retirement, but it unexpectedly appeared in Ankara during the NATO summit July 7-8. Trump said at the time that he would use it on the trip back for "old time's sake." The new Air Force One was sent ahead to Mildenhall so the troops there could get a good look at it, he said. Subsequent reports from the Post and The New York Times suggested that Trump opted not to use the VC-25B Bridge because it may lack some of the defensive capabilities found on the VC-25A. The U.S. was carrying out strikes on Iran at the time of the summit, raising the risk of retaliation from Tehran. Turkey and Iran share a border, and Iran has shown it can strike targets farther away than Ankara with its missiles. The new report from the Post could suggest that the threat from Iran was especially credible or urgent, requiring another layer of subterfuge to get the president out of Turkey. Later in July, Trump said the VC-25B Bridge will be taken out of service to be "maxed out." He did not elaborate on what that would entail. The VC-25A will be used for the president's international flights in the meantime.

Inside MFTS: how UK aircrew training system is evolving after first 10 years
Military/DefenseAug 11, 4:31 PM

UK military flying training system approaches decade milestone with 110-aircraft fleet

UK Military Flying Training System providers detail current activities with 110-strong fleet. With the Royal Air Force's (RAF's) BAE Systems Hawk replacement need placed firmly in the news spotlight, what does the wider future of military pilot training look like in the UK? The current tri-service UK Military Flying Training System (MFTS) uses 110 aircraft across five fixed- and two rotary-wing types, employed from multiple bases, with its delivery led by Ascent Flight Training. FlightGlobal recently visited RAF Cranwell in Lincolnshire to get an overview of the now well-established MFTS programme, which has a current contract term running until 2033. Having acquired and introduced a fleet of 42 fixed-wing aircraft as a delivery partner on MFTS, Affinity Flying Training Services has to date provided just over 100,000 pilot training hours for the programme. Stood up in February 2016, the Elbit Systems UK and KBR joint venture company has provided 23 Grob Aircraft G120TP Prefects, 14 Beechcraft T-6C Texan IIs and five Embraer Phenom 100s, respectively operated in the elementary, basic and multi-engine pilot training roles. Service entry began in the 2018-2019 period. Affinity delivers services under a private finance initiative (PFI) model through which the Ministry of Defence (MoD) paid to take ownership of all the new training aircraft within five years. G120TPs are primarily flown from Cranwell, with typically around seven of the Prefects also operating from a nearby satellite base at RAF Barkston Heath. The Phenoms operate from Cranwell only, and the T-6Cs are located at RAF Valley on Anglesey, North Wales. The UK’s G120TP elementary trainers are mainly operated from RAF Cranwell in Lincolnshire. Source: Affinity Flying Training Services Announcing its latest major flight hours milestone in mid-July, Affinity noted that "half of the 100,000 figure was achieved in the last three years alone". "We are about aircraft on the flight line to meet customer demands," says Affinity managing director Iain Chalmers. Of its just shy of 210 employees, which include ex-military personnel and others with a background in civil aviation, roughly 140 are located in Lincolnshire, with the others in Wales. Affinity business director Alex Davison says the company has 75 engineers and technicians in Lincolnshire, along with operations staff, while the entire cadre of almost 70 personnel working at RAF Valley are from the former categories. With pilot throughput rising, the company and Ascent – a joint venture formed by Babcock and Lockheed Martin – are eyeing an opportunity to potentially boost the size of the T-6C inventory. The MFTS fleet was initially scaled as having 10 of the single-engined turboprops, before a follow-on batch of four was secured in 2022. "It's a demand issue, as there has been a bit of 'download' of some types of flying from [the BAE Systems] Hawk [T2], which is getting towards the end of its life," Chalmers says. "It's to make sure we've got enough capacity in there to guarantee getting students through." A new deal could potentially be for around four more of the aircraft. "This is a very live conversation," says Ascent managing director Chloe Barker. "We have been working really hard as industry with the MoD to find a way through this. There was an intention initially to bid for some MoD underspend. A few months down the line from that we have got some different [acquisition] models that we are exploring that are looking very positive." Phenom-enal performer With one Phenom in-depth maintenance at the time of our visit, the small business jet-based fleet is currently down to four operational examples only, but Chalmers notes, “We are flying more hours than we've ever flown on the Phenom despite that. "It's honestly brilliant," he says of the twinjet. "Up, down, as many times as you like a day, with something like a 98% dispatch rate." That includes meeting air force-specific needs such as formation flying and low-level instruction, he notes. Embraer’s Phenom 100 serves in the multi-engine pilot training role. Source: AirTeamImages Notably, the MFTS Phenoms do not feature modifications for their military role, beyond the aircraft's galley being used to accommodate additional avionics equipment. With its landing gear and engines removed – with the latter sent away for inspection and overhaul – the example currently in the hangar is the third of the fleet to undergo this major work. Meanwhile, Chalmers says: "The MoD is outsourcing for a two-year period to get an additional capacity hump" for multi-engine training provision, enabling it to support the RAF's Boeing RC-135 Rivet Joint and P-8A Poseidon fleets. Elsewhere within the same hangar at Cranwell, a trio of G120TPs are undergoing scheduled maintenance. The most intensive of those activities – performed after every 3,000 flight hours – involves removing the engine and wings, with maintenance work lasting between nine and 12 weeks. Other checks are required after intervals of 150h and 600h. In another recent milestone, May saw the 10th anniversary of rotary-wing training provision by Ascent at RAF Shawbury in Shropshire. Supporting that work, the MFTS fleet includes 29 Airbus Helicopters H135s and seven larger H145s, with the twin-engined models respectively named Jupiter and Juno for military use. Ascent – which has around 400 employees – also delivers rear-crew and observer training for the Royal Navy at RNAS Culdrose in Cornwall using four Beechcraft King Air 350-based Avengers. The highest-profile assets within the MFTS fleet are 28 Hawk T2s. Flown from Valley, those jets were acquired by the MoD outside of the PFI mechanism used for the rest of the programme. A long-awaited replacement process got under way in early August, when the MoD's National Armaments Director (NAD) Group issued a request for information linked to the Jet Training System (JTS) opportunity. That will deliver replacements not only for the Hawk T2 fleet but also for the aged Hawk T1s used by the RAF's Red Arrows aerobatic display team. A contest to replace the RAF’s Hawk T2s is entering its initial stage. Source: Crown Copyright The UK's Defence Investment Plan (DIP) of 30 June detailed an initial financial commitment of £360 million ($486 million) through the end of this decade in support of "full recapitalisation of the jet training system". Responding to that publication, Ascent said it "stands ready to work in partnership with the MoD to design and deliver the JTS, ensuring future pilots are equipped with the skills required to operate the most advanced combat aircraft… while sustaining high-value UK jobs and strengthening sovereign training capability for the long term". JTS rivals Likely contenders include a BAE-led offer of the T-7A Red Hawk, to be advanced in conjunction with Boeing and Saab; Korea Aerospace Industries' T-50; Leonardo's M-346; and the Turkish Aerospace Hurjet. It is unknown whether the selected JTS could also be required to conduct additional tasks such as serving as a companion light fighter or to perform adversary training duties. To be operated within a future structure dubbed "MFTS 2.0", the JTS aircraft are likely to be acquired directly by the MoD, with a contractor then paid to deliver a service against a set number of flight hours or sorties per day. "Ascent are absolutely keen to work with our customer to ensure that we get to the best, most effective, most integrated [training] model going forward," Barker says. "I expect that there will be a competition for a Future Flying Training System, or FFTS," she adds. "There are teams being set up within the MoD to start looking at that now. "From an Ascent point of view, I'm not resting on any laurels and expecting the current [MFTS] model to continue. There are a lot of things that we could do quite differently moving forward and should look to explore those." Unlike the current system, that could mean building a t

Lockheed Martin F-35A fighter taxiing at RAAF Base Williamtown under cloudy skies
Aviation SafetyAug 11, 4:27 PM

Multiple unknown drones breach restricted airspace at Australian F-35 base

The incident is the latest in a string of drone incursions into secure facilities around the world. The air base housing some of Australia’s most sensitive military aircraft was overflown by multiple drones of unknown origin over the course of three days. RAAF Williamtown in New South Wales is home to the bulk of Australia’s inventory of Lockheed Martin F-35A stealth fighters, as well as the country’s Boeing E-7 Wedgetail airborne early warning and control jets. The facility is collocated with the Newcastle commercial airport. Multiple airspace breaches were logged at Williamtown between 11 and 13 July, according to reporting from The Daily Telegraph . Australia’s minister for defence industry, Pat Conroy, acknowledged the incident in a 10 August interview with broadcaster ABC Newcastle . Conroy describes the incursions as “UAS activity over the airport”. “This is sadly something we’re seeing more often, people operating drones near airports, both civilian and military airports,” he adds. Conroy declines to address specific questions about the incident, such as the number and type of drones involved or the impact on either military or civil operations. The Telegraph report claims the Australian Defence Force does not know who was operating the UAS or what the reason was for the incursion. Military personnel at Williamtown apparently resorted to closing the window blinds at base facilities and calling the New South Wales (NSW) police for assistance. An investigation into the matter by the NSW police is now complete, according to Conroy. The defence industry minister adds that Canberra enacted regulatory changes last year to allow Australian military personnel to “seize, disable or destroy drones” and that the government is investing A$7 million ($4.9 million) in new counter-UAS equipment. Actually stopping marauding quadcopters can prove difficult in practice, particularly in civil airspace. While a range of kinetic, directed-energy and electronic warfare measures can be deployed in combat zones, such systems can also pose a risk to commercial aviation, potentially requiring protracted and disruptive ground stops. In February, the civil regulators at the US Federal Aviation Administration (FAA) ordered a hasty closure of the airspace around El Paso, Texas, which included halting flight operations at El Paso International airport. It was later reported that the FAA ordered the ground stop after the Pentagon and US Customs and Border Protection (CBP) deployed a counter-drone laser weapon to the area around El Paso, which sits on the US-Mexico border. The laser’s deployment was a response to drone activity in the area linked to Mexican drug cartels, according to the Trump administration. CBP fired the directed-energy system at what later turned out to be an innocuous party balloon, according to reporting from The New York Times, without coordinating with the FAA. Drone incursions are a growing issue at secure facilities around the world, both military and civilian. Earlier this month, a drone carrying an explosive device impacted a cargo aircraft at Leipzig-Halle airport in Germany but failed to detonate. A second UAS was discovered on the ground carrying a detonator and explosive device. A police bomb disposal unit was able to disarm the device.

Boeing Delivers 53 Jets in July as Airbus Leads Monthly Performance
AirlinesAug 11, 9:17 PM

Boeing Delivers 53 Jets in July Amid Airbus Lead in 2026 Production Race

Boeing handed over 53 commercial airplanes in July 2026. The total marks steady progress in the company’s recovery. It also highlights ongoing competition with rival Airbus. ezstandalone.cmd.push(function () { ezstandalone.showAds(119); }); The deliveries included 39 Boeing 737 MAX jets and 10 787 Dreamliners. Boeing also delivered three 767s and one 777 Freighter. These numbers come from the company’s monthly orders and deliveries report. Modest Gain for Boeing, Clear Lead for Airbus July’s total rose about 10 percent from the same month last year. In July 2025, Boeing delivered 48 airplanes. That earlier figure included 37 MAX jets and eight 787s.Still, the July 2026 result fell short of recent highs. ezstandalone.cmd.push(function () { ezstandalone.showAds(127); }); Boeing delivered 60 planes in May and 64 in June. Production timing and customer readiness can cause these monthly swings. Airbus outpaced Boeing in July . The European manufacturer delivered 67 aircraft to 39 customers. That figure included a strong mix of A320-family jets plus several A220s and A350s. ezstandalone.cmd.push(function () { ezstandalone.showAds(128); }); Year-to-date through July 31, the gap remains clear. Airbus has delivered 418 planes. Boeing has delivered 367. Airbus continues to hold the monthly and cumulative lead. Photo Credit: Boeing Boeing’s Production Focus Boeing continues to raise 737 MAX output. The company aims to stabilize rates near 47 jets per month. Regulators earlier lifted tighter limits after past safety issues. The higher pace supports backlog reduction and customer needs. ezstandalone.cmd.push(function () { ezstandalone.showAds(129); }); The 10 Dreamliner deliveries stand out. Boeing delivered 13 of the jets in June but only six in May. Seat certification delays slowed some earlier handovers. July’s total shows progress at the South Carolina factory. Fresh Orders Maintain Momentum July also brought new business for Boeing. Uganda Airlines signed for four 787-9 Dreamliners and four 737 MAX 8s. This marked the African carrier’s first direct order with Boeing. The deal supports fleet growth and more efficient routes. AerCap ordered 15 more 787-9s. The lessor already holds a large Dreamliner portfolio. This addition expands its offerings to airline customers. ezstandalone.cmd.push(function () { ezstandalone.showAds(130); }); Boeing recorded 38 gross orders in July. These covered 18 of the 737 MAX, 19 of the 787, and one 777X. Eight 737 MAX cancellations offset some of the gains. Net orders for the month stood near 30 after adjustments. Through the end of July, Boeing logged 429 net orders for the year. Airbus posted a much stronger sales month with 204 gross orders. The European firm continues to build a larger backlog overall. Photo Credit: Boeing The Bigger Picture Deliveries serve as a useful proxy for factory output. Not every completed plane leaves in the same month it rolls off the line. Customer readiness and final checks can shift the timing. ezstandalone.cmd.push(function () { ezstandalone.showAds(131); }); Boeing trails Airbus in monthly deliveries and year-to-date totals. Yet Boeing’s focus remains clear: steady production increases, quality improvements, and backlog fulfillment. Narrowbody MAX jets drive most volume. Widebody 787s add higher-value activity. Both manufacturers face supply-chain pressures as they chase ambitious full-year targets. Airbus aims near 870 deliveries for 2026. Boeing works to close the gap through higher rates and consistent output. The July data shows Boeing moving in the right direction after earlier challenges. New orders from airlines and lessors keep the pipeline healthy. Industry watchers will track the next rate increases and how the two rivals perform through the rest of the year. ezstandalone.cmd.push(function () { ezstandalone.showAds(132); });

Simple Flying's Flight Tracker Now Makes Finding Live Flights Even Easier
AirlinesAug 11, 5:44 PM

Simple Flying enhances Flight Tracker with cleaner interface and new features for easier live flight viewing

Since launching in May, the Simple Flying Flight Tracker has established itself as an essential tool for aviation enthusiasts, frequent flyers, and industry professionals seeking real-time global airspace data . Built to provide a clean, informative window into global flight movements, the platform bridges the gap between complex transponder data and an accessible, user-friendly interface.

An EasyJet Airbus A320 taxiing on runway with terminal in background at daytime
Business AviationAug 6, 1:50 PM

Apollo Agrees £5.7bn Bid to Acquire EasyJet After Castlelake Withdraws

Apollo and Castlelake had both been given a 7 August deadline to firm acquisition interest. US investment firm Apollo Management has agreed to a £5.7 billion ($7.7 billion) recommended offer for EasyJet , shortly after potential rival bidder Castlelake disclosed it would not be making a formal bid for the UK budget carrier. Apollo had appeared in pole position to acquire EasyJet after the latter's board signalled its intent to back the proposed £7.15-per-share acquisition. That came after the carrier had previously outlined its intention to support a potential offer from another US investment firm, Castlelake, based on a £6.90-per-share acquisition. Both suitors were given until 7 August to put forward binding offers and, shortly after Castlelake disclosed it had dropped out of the running, Apollo now says it has agreed a recommended offer for EasyJet based on a price of £7.15 per share. The offer has been made through Eagle Bidco, a company indirectly owned by Apollo Funds and managed by Apollo Capital Management and its affiliates. In a statement outlining the offer, Apollo says it represents an 81% premium on EasyJet's share price of 28 May, and a 22% premium on its highest closing price in the four years before that. "The EasyJet board has carefully evaluated the proposal from Apollo alongside EasyJet’s standalone prospects,” says EasyJet chair Stephen Hester. “While we remain confident in the strength of our business and the opportunities ahead, we believe this offer appropriately recognises the quality of the business we have built and delivers immediate, certain and attractive value for shareholders.” Antoine Munfakh, partner and deputy global head of Private Equity at Apollo, says: “Our partnership with EasyJet will draw upon Apollo’s extensive experience investing in and growing businesses in the airline sector, bringing capital and deep operational and strategic expertise to support the team in generating long-term, sustainable growth. "We are committed to supporting the EasyJet Group in reaching its full potential.” Apollo says it has also secured irrevocable undertakings supporting the offer from Stelios Haji-Ioannou and his family, which together account for over 15% of the carrier's share capital. “I am pleased with Apollo’s strategic intentions for the EasyJet business, which aim to create more growth,” says Haji-Ioannou. “The fact that Apollo, as one of the most well-resourced and experienced institutional investors in the world, has decided to back and grow EasyJet, the leading member of the easy family of brands, is testament to the strength of the Easy brand and the business model of EasyGroup.” Haji-Ioannou adds that he and his family intend to remain invested as “ long-term major shareholders” of EasyJet. Apollo expects the acquisition to complete by the end of the first quarter of 2027. Earlier investment firm Castlelake said it had opted against making a formal offer for the carrier. "Castlelake is very appreciative of the constructive engagement with the EasyJet board and management team, and would like to thank them for their time and consideration of this potential transaction,” it says.

Embraer E195-E2 jet taxiing on runway with mountains in the background under sunny sky
Business AviationAug 3, 12:30 AM

Embraer E2 Jets Gain Ground in South America Against Airbus A220

The market for small narrowbodies has traditionally been smaller than the one for mainline aircraft, but it's still a space with significant demand. Embraer has long been a dominant player, with its E-Jet family having received nearly 2,000 orders since its launch. Still, the company's refreshed E2 family has sold in relatively low numbers, as the Airbus A220 (formerly the Bombardier C Series) has been grabbing market share.

Report: Trump Secretly Switched Airplanes on Trip Back From Turkey
Aviation SafetyAug 11, 4:54 PM

Trump Secretly Boarded Different Aircraft After NATO Summit Amid Iran Threat

President Donald Trump secretly exited Air Force One and boarded a different military aircraft before beginning his journey back from a NATO summit in Turkey in July, according to a Washington Post report. Citing sources familiar with the matter, the newspaper said the switch-up was prompted by a threat on the president's life from Iran. The apparent last-minute decision to use the older, robin's egg blue-and-white Air Force One instead of a jet gifted to Trump by Qatar last year sparked intense speculation about the president's safety while in Turkey and possible limitations on the Qatari aircraft's air defense capabilities. The Post is the first outlet to assert that Trump used neither jet and instead boarded a Boeing C-32, a military variant of the 757 that mainly carries the vice president, first lady, and secretary of state. The president's security detail allegedly devised a complex ruse to make it appear as though Trump actually was on the older Air Force One. Trump boarded the airplane in full view of news cameras but was secretly shuttled to the C-32 using an airport catering truck. Reporters and even some White House staff were unaware of the switch and were led to believe they were on the same aircraft as the president. Trump flew on the C-32 to Royal Air Force Mildenhall in the U.K., where he visited with U.S. troops. Photographers captured Trump exiting Air Force One at the base, suggesting he reboarded the aircraft at some point after landing to maintain the deception. The president flew the rest of the way to Washington, D.C., using the new Air Force One. The Trump administration did not confirm or entirely deny the Post's story. "As the president has said recently, there are many enemies of America who have their sights on him, and we use every tool at our disposal to address those threats," White House communications director Steven Cheung told the Associated Press . Neither the Secret Service nor the Air Force have commented on the report. The Qatari jet, now known as the VC-25B Bridge, entered service as the new Air Force One in early July. The aircraft is intended to serve as a stopgap for Boeing's VC-25B, the next official incarnation of Air Force One, which is set for delivery in 2028, the final full year of Trump's second term. Trump has made no secret of his disappointment with Boeing for repeated delays in the VC-25B program. Upon reentering office in 2025, he began lobbying for a new aircraft to replace the 35-year-old VC-25A, which he considers badly outdated. The gift of a Boeing 747-8 from the Qatari government solved this problem for the White House, even while raising ethics and national security concerns on Capitol Hill. The VC-25A, which has served every president since George H.W. Bush, was on track for retirement, but it unexpectedly appeared in Ankara during the NATO summit July 7-8. Trump said at the time that he would use it on the trip back for "old time's sake." The new Air Force One was sent ahead to Mildenhall so the troops there could get a good look at it, he said. Subsequent reports from the Post and The New York Times suggested that Trump opted not to use the VC-25B Bridge because it may lack some of the defensive capabilities found on the VC-25A. The U.S. was carrying out strikes on Iran at the time of the summit, raising the risk of retaliation from Tehran. Turkey and Iran share a border, and Iran has shown it can strike targets farther away than Ankara with its missiles. The new report from the Post could suggest that the threat from Iran was especially credible or urgent, requiring another layer of subterfuge to get the president out of Turkey. Later in July, Trump said the VC-25B Bridge will be taken out of service to be "maxed out." He did not elaborate on what that would entail. The VC-25A will be used for the president's international flights in the meantime.

Lockheed Martin F-35A fighter taxiing at RAAF Base Williamtown under cloudy skies
Aviation SafetyAug 11, 4:27 PM

Multiple unknown drones breach restricted airspace at Australian F-35 base

The incident is the latest in a string of drone incursions into secure facilities around the world. The air base housing some of Australia’s most sensitive military aircraft was overflown by multiple drones of unknown origin over the course of three days. RAAF Williamtown in New South Wales is home to the bulk of Australia’s inventory of Lockheed Martin F-35A stealth fighters, as well as the country’s Boeing E-7 Wedgetail airborne early warning and control jets. The facility is collocated with the Newcastle commercial airport. Multiple airspace breaches were logged at Williamtown between 11 and 13 July, according to reporting from The Daily Telegraph . Australia’s minister for defence industry, Pat Conroy, acknowledged the incident in a 10 August interview with broadcaster ABC Newcastle . Conroy describes the incursions as “UAS activity over the airport”. “This is sadly something we’re seeing more often, people operating drones near airports, both civilian and military airports,” he adds. Conroy declines to address specific questions about the incident, such as the number and type of drones involved or the impact on either military or civil operations. The Telegraph report claims the Australian Defence Force does not know who was operating the UAS or what the reason was for the incursion. Military personnel at Williamtown apparently resorted to closing the window blinds at base facilities and calling the New South Wales (NSW) police for assistance. An investigation into the matter by the NSW police is now complete, according to Conroy. The defence industry minister adds that Canberra enacted regulatory changes last year to allow Australian military personnel to “seize, disable or destroy drones” and that the government is investing A$7 million ($4.9 million) in new counter-UAS equipment. Actually stopping marauding quadcopters can prove difficult in practice, particularly in civil airspace. While a range of kinetic, directed-energy and electronic warfare measures can be deployed in combat zones, such systems can also pose a risk to commercial aviation, potentially requiring protracted and disruptive ground stops. In February, the civil regulators at the US Federal Aviation Administration (FAA) ordered a hasty closure of the airspace around El Paso, Texas, which included halting flight operations at El Paso International airport. It was later reported that the FAA ordered the ground stop after the Pentagon and US Customs and Border Protection (CBP) deployed a counter-drone laser weapon to the area around El Paso, which sits on the US-Mexico border. The laser’s deployment was a response to drone activity in the area linked to Mexican drug cartels, according to the Trump administration. CBP fired the directed-energy system at what later turned out to be an innocuous party balloon, according to reporting from The New York Times, without coordinating with the FAA. Drone incursions are a growing issue at secure facilities around the world, both military and civilian. Earlier this month, a drone carrying an explosive device impacted a cargo aircraft at Leipzig-Halle airport in Germany but failed to detonate. A second UAS was discovered on the ground carrying a detonator and explosive device. A police bomb disposal unit was able to disarm the device.

Electric VTOL Aircraft Answer Real 911 Calls in North Carolina
Aviation SafetyAug 11, 12:00 PM

North Carolina EMS uses Pivotal BlackFly eVTOL for rapid first response missions

Quinn Reece, a paramedic with Hyde County Emergency Medical Services (EMS) in North Carolina, is not your average first responder. Recently, Reece responded to a 911 call about 20 minutes faster than an ambulance. The seemingly impossible feat was enabled by a unique aircraft that lifts off vertically like a helicopter but tilts forward to fly on fixed wings. Pivotal's BlackFly , a prototype of the company's planned Helix, is a Part 103 eVTOL (electric vertical takeoff and landing) ultralight that several private owners and the U.S. Air Force have already flown . The BlackFly and Helix are single-seat models marketed primarily for recreational use. But the California-based manufacturer may have found another application—"saving lives," CEO Ken Karklin told FLYING . "We've been very focused on finding the best utility for this craft," Karklin said. "And one mission that consistently rose to the top was that of taking advantage of the simplified flight controls—cross-training paramedics, technicians, emergency physicians, EMS chiefs." The BlackFly's pilot controls—comrpising a joystick, digital displays, and fly-by-wire system—are designed to be simple enough that a new pilot could master them within weeks or days. Pivotal said Hyde County paramedics completed more than 300 training and proficiency flights before Reece used the BlackFly to respond to real emergency calls under public aircraft operations (PAO). The partners believe Hyde County is first in the nation to deploy eVTOL aircraft for real-world EMS. Officials dispatched the BlackFly for two calls, allowing Reece to begin advanced life support (ALS) while she and the caller waited for an ambulance. Pivotal said it believes helicopters will remain indispensable for patient transport. But eVTOL aircraft could keep patients stable while they await one. Karklin said the partners took a "very conservative approach" and deferred a "long list of potential 911 dispatches" to ambulances, opting for safety over scale. But he added that the initial deployment gives Pivotal a "playbook" to "clone" or "stress-test" the operation in other North Carolina towns that have different terrain or higher call volumes. Months of Preparation Brook Cox, chief of Hyde County EMS, grew up in the Chapel Hill area of western North Carolina, which has a robust hospital system. Cox said that shortly after becoming chief, she requested a helicopter that took hours to arrive and was unable to land once it did. Pivotal described Hyde County as "one of North Carolina's largest and most geographically challenging EMS response areas." "I thought to myself, why is it that the eastern part of North Carolina can't get the same options that we did [in Chapel Hill]?" she said. The experience prompted Cox to explore more "creative ways" of improving response times. Deploying eVTOL aircraft was "one of the projects that I chose to fight on first," she said. Pivotal and Hyde County EMS announced their partnership in March, and the partners quickly got to work. Even among eVTOLs, the BlackFly is unique. While many models incorporate tilting rotors, the entire BlackFly airframe tilts when transitioning from vertical to forward flight. Karklin said the training that Pivotal provides in California "falls considerably short" of what an EMS pilot would need. That required Hyde County paramedics to complete hundreds of preparational flights during "near daily operation." The trainees familiarized themselves with the aircraft's range and endurance (about 20 miles or 20 minutes) as well as its limitations in wind and rain. They learned how to judge ideal landing spots from the air and catalogued potential sites. The eVTOL paramedics even studied old 911 calls, using them to reproduce real flights and landing areas. Personnel had to get into the mindset of being aviators in the air and first responders after landing. EMS helicopter pilots typically do not also provide care at the scene. "Patient care comes after you land," Karklin said. Hyde County EMS paramedic Quinn Reece gives a thumbs-up from the seat of a Pivotal BlackFly. [Credit: Pivotal] The Pivotal chief said the BlackFly is "cloud connected," which allowed personnel to examine flight data after each sortie. Across months of training, teams studied different BlackFly placements to find an optimal dispatch location that would get the most out of the aircraft. Cox credited the program's partners, Code Blue Resources and Akute Networks, with helping it "run like a well-oiled machine." Code Blue recruited pilots while Akute served as aviation program manager, developing an operational framework and flight rules. Akute provided services under direct contract with Hyde County on a fractional basis, a model Karklin said could easily be replicated elsewhere. Getting county leaders and the FAA on board was another obstacle. Hyde County had to establish a safety management system, go and no-go criteria, maintenance routines, and an understanding of when versus when not to deploy aircraft. The county Sheriff's office delegated those responsibilities to Cox, who brought stakeholders together for dinners to build a sense of community. "It was a little bit of educating and then reeducating of what the job roles were, responsibilities," she said. Karklin said the process entailed a "lot of back and forth" with the FAA, which had "more than a few issues" with permitting the Hyde County Sheriff's Office proposed PAO. It also required negotiation with officials at the local Flight Standards District Office (FSDO), whom he said "went from skeptics to complete fans." Karklin said rural, non-cooperative air traffic managers in the region "were not that excited about this, and they let the FSDO know." "You've got to win some hearts and souls," he said. "That took some real time, and it didn't necessarily start out in the most collaborative way." New Kind of First Response Karklin said Pivotal and Hyde County began with four pilots in training, but Reece flew both operational missions. "In the end, we are hopeful we provided a tool that our EMS first responders can take advantage of to get better outcomes," he said. Reece piloted the BlackFly directly to GPS coordinates near each scene. She was the sole EMS provider aboard the aircraft and carried with her a cardiac monitor, airway supplies, and primary response bag. One of the two missions saw Reece land directly in the caller's yard. The BlackFly is designed to land on grass, asphalt, and "other suitable surfaces" according to Pivotal, including water when the aircraft is equipped with floats. It is also quieter and produces less downwash than a helicopter, per the company. On one occasion, Reece used her aerial vantage point to guide an ambulance to a caller's address after it got lost. Cox said the EMS department relies on a computer-aided dispatch system that produced inaccurate pings. "She guided and even advised the telecommunicators of the right location, because it was not pinging where it was supposed to be pinging," Cox said. Cox said the time that it took to negotiate with the FAA and FSDO "ate into the proof of concept," which was planned to include more real-world flights. But she said the BlackFly "gave us that extra edge" to bring the department's response time closer to the national average. What's Next? From a crawl-walk-run perspective, Karklin said Pivotal is "maybe out of the crawl phase…we're almost ready to graduate to walking, but not yet." For example, he said the FAA required it to demonstrate an equivalent level of safety to other aircraft. To comply, the company assigned half of the BlackFly's energy margin to reserves, which limited its range and ability to fight through wind. Karklin added that there is a "silver lining" to the exercise—Pivotal has not yet validated a supported engineering configuration for the EMS BlackFly. He said the company plans to certify the model under Part 91, which would permit more weight and enable th

Modern Spirit Airlines corporate headquarters campus in Dania Beach with adjacent residential units and parking
Flight TrainingAug 1, 9:04 PM

Spirit Airlines' $250M Dania Beach Campus Faces $88M Bankruptcy Bid

Spirit opened its new $250 million "Spirit Central" corporate campus in 2024, complete with training facilities, employee housing, and space for more than 1,000 workers. Now, in bankruptcy, a stalking horse bidder is offering just $88 million for much of the nearly brand-new headquarters complex — an extraordinary markdown for a project that symbolized how far the airline had drifted from its ultra-low-cost roots.

United Airlines Boeing 777 parked at an international airport with crew boarding
Flight TrainingJul 29, 2:11 PM

United Flight Attendants Can Now Use Secret Crew Bunks During Non-Rev Travel

A few weeks ago, it emerged that flight attendants at United Airlines who are using their ‘non-rev’ staff travel privileges might soon be able to occupy one of the most comfortable flat beds on board the Chicago-based carrier’s international widebody aircraft fleet. And, no, we don’t mean a Polaris Business Class seat. We’re referring to something far more comfortable and spacious… the secret crew bunks, or what is officially called the ‘Overhead Flight Attendant Rest’ or OFAR on Boeing 777s and 787 Dreamliners. The idea behind the policy is that non-rev flight attendants who have been left with a jumpseat because every seat is otherwise occupied by a fare-paying passenger will now be able to get some rest during a long-haul flight – something that is almost otherwise impossible if you’re stuck on a pull-down jumpseat. While some other U.S. airlines, including non-unionized Delta Air Lines, have allowed their non-rev jumpseating flight attendants to use crew bunks for several years, the opportunity has only now been opened up to United Airlines flight attendants following an agreement between the carrier and the Association of Flight Attendants (AFA-CWA) as part of the successful conclusion of very lengthy contract negotiations. But there was a delay in actually implementing the benefit because the union needed to lock down a policy to make it as fair as possible. Thankfully, that policy has now been agreed. Here’s how it will work: The crew bunks (or crew rest seats on aircraft without bunks) will only be offered to flight attendants who have been assigned a jumpseat. If a non-rev passenger has been assigned any type of passenger seat, that’s where they have to stay. The bunks will only be available for use by United Airlines flight attendants. If a flight attendant for another airline is jumpseating, then they can’t use the crew bunks, even if they are trained on that aircraft type. Dependent on the aircraft type and the number of crew actually working the flight, there may or may not be a spare bunk that can be used. And no, flight attendants can’t share bunks. If there is more than one non-rev jumpseater, then use of the bunks will go in seniority order. The bunks can only be occupied when the aircraft is at an altitude of at least 15,000 feet on Boeing 787s and 25,000 feet on Boeing 777s. For taxi, takeoff, ascent, descent, and landing, non-rev crew have to be in their jumpseat. Non-rev flight attendants need to be careful not to disturb the working crew when they are taking their assigned breaks. United Airlines managers, even those who have gone through flight attendant training, aren’t allowed to occupy the bunks as part of this policy. Even when there aren’t enough crew rest seats or bunks available for non-rev flight attendants when the working crew is taking their breaks, that doesn’t mean they can’t still be used. A non-rev traveler could use the bunks during the first and second meal service, and then sit on their jumpseat during the assigned crew breaks. Every flight attendant who works on widebody aircraft will have their favorite bunk, so you can probably imagine there being some type of coordination with the international purser over which bunks the non-rev travelers are allowed to occupy, so as not to annoy the working crew. The bunks of the Boeing 777-300 are generally regarded as one of the best OFAR facilities, with every bunk being equal in the amount of space available and the threat of noise disturbance from the cabin. In contrast, the Boeing 787 has some bunks that are slightly more private, and one bunk that is slightly roomier… but additional space comes at the expense of peace as it is located right above the galley area. While not a concern for United’s flight attendants, one of the most hated crew bunks are one the Airbus A380, and, specifically, a module that was built in the cabin on the main deck. These bunks are not only pretty cramped, but they also carry every bit of sound from within the cabin.

How Trump secretly switched Air Force One jets (twice) to evade an Iran threat
Military/DefenseAug 11, 6:16 PM

Trump Secretly Switched Air Force One Planes Twice in 2026 Iran Threat Operation

In an elaborate ruse straight out of a movie subplot, US President Donald Trump was secretly whisked off a Boeing 747 Air Force One in Turkey in July 2026, driven across the airport hidden inside a catering truck and flown to Britain aboard a Boeing 757 as part of an operation to protect him from a possible Iranian attempt on his life. The operation involved three presidential aircraft, a decoy flight carrying reporters who believed Trump was aboard and a second switch after landing in Britain that allowed the president to emerge publicly from the same 747 he had supposedly flown from Turkey. Trump had traveled to Ankara for a NATO summit aboard the recently converted Boeing 747-8 donated to the United States by Qatar. The aircraft, sometimes called the VC-25B Bridge, entered presidential service in July as an interim replacement while Boeing continues work on two new VC-25Bs. But Trump announced before leaving Turkey on July 8 that he would not use the new jet for the flight to Britain. Instead, he said he would take one of the older VC-25A Boeing 747-200Bs "for old time's sake," while the Qatar-supplied aircraft flew ahead to RAF Mildenhall so US service members there could see it. That was not what actually happened. The red-white-and-blue Qatar-supplied 747 departed Ankara first. Trump then arrived at the legacy robin's-egg-blue VC-25A, climbed the stairs in front of television cameras and waved before disappearing inside. Reporters and some White House staff prepared to travel aboard the aircraft believing the president was with them. Minutes later, a catering truck positioned against a door on the opposite side of the 747 was raised to the aircraft using its hydraulic lift. Trump and several aides secretly entered the truck through the aircraft door, were lowered to the ramp and driven across the airport to a waiting US Air Force C-32A. The C-32A is the military version of the Boeing 757-200 used by the Air Force to carry the vice president and other senior US officials. The type also regularly accompanies presidential trips as a backup aircraft and can carry the president when necessary. Defense Secretary Pete Hegseth boarded the C-32A separately using conventional stairs, helping make the aircraft's departure appear routine. He then flew with Trump to the UK. Meanwhile, the VC-25A departed Ankara with the White House press corps and some staff aboard, but without Trump. Reporters were instructed to keep the window shades in the cabin closed. The deception extended to the aircraft's electronic identity. The C-32A carrying Trump used the military call sign RCH18, or Reach 18, rather than Air Force One, and was not readily visible on public flight-tracking services. The legacy VC-25A continued toward the UK appearing to be the presidential aircraft. Details of the elaborate security operation were first reported by The Washington Post on August 10, 2026, with Reuters and other news organizations subsequently confirming key elements of the account. Air Force One is not the name of a particular airplane. It is the call sign normally assigned to any US Air Force aircraft carrying the president. In this case, hiding which aircraft actually carried Trump was the centerpiece of the clandestine operation. The C-32A carrying Trump reached RAF Mildenhall at about 22:20 local time, several minutes before the VC-25A carrying the press. Trump was later seen walking down the stairs of the VC-25A at Mildenhall at 22:56, meaning he had been moved from the C-32A back aboard the 747 after the two aircraft arrived. Exactly how that transfer was carried out has not been disclosed. The public appearance preserved the impression that Trump had flown aboard the VC-25A all the way from Ankara. After greeting US military personnel at Mildenhall, Trump walked to the Qatar-supplied 747-8 that had arrived earlier and boarded it for the flight back to the United States. The Secret Service made a hasty decision to concoct the plane-switching plot after US intelligence identified a threat against Trump or his aircraft as tensions between Washington and Tehran suddenly escalated during the NATO summit. Turkey shares a long border with Iran, and the operation took place shortly after the US renewed military strikes against Iran. The threat also came shortly after Trump began using the Qatar-supplied 747-8. The aircraft underwent a rapid conversion for presidential service but does not have all of the defensive capabilities installed on the highly modified VC-25As. It is expected to undergo security upgrades before returning to service soon. White House Communications Director Steven Cheung said there are "many enemies of America" targeting Trump and that officials use every available tool to protect him. Using another aircraft to disguise a president's movements is not unprecedented. President Bill Clinton flew into Pakistan aboard an unmarked aircraft in 2000 while the more recognizable Air Force One served as a decoy. US officials say similar tactics have been used on other occasions when threats warranted.

Inside MFTS: how UK aircrew training system is evolving after first 10 years
Military/DefenseAug 11, 4:31 PM

UK military flying training system approaches decade milestone with 110-aircraft fleet

UK Military Flying Training System providers detail current activities with 110-strong fleet. With the Royal Air Force's (RAF's) BAE Systems Hawk replacement need placed firmly in the news spotlight, what does the wider future of military pilot training look like in the UK? The current tri-service UK Military Flying Training System (MFTS) uses 110 aircraft across five fixed- and two rotary-wing types, employed from multiple bases, with its delivery led by Ascent Flight Training. FlightGlobal recently visited RAF Cranwell in Lincolnshire to get an overview of the now well-established MFTS programme, which has a current contract term running until 2033. Having acquired and introduced a fleet of 42 fixed-wing aircraft as a delivery partner on MFTS, Affinity Flying Training Services has to date provided just over 100,000 pilot training hours for the programme. Stood up in February 2016, the Elbit Systems UK and KBR joint venture company has provided 23 Grob Aircraft G120TP Prefects, 14 Beechcraft T-6C Texan IIs and five Embraer Phenom 100s, respectively operated in the elementary, basic and multi-engine pilot training roles. Service entry began in the 2018-2019 period. Affinity delivers services under a private finance initiative (PFI) model through which the Ministry of Defence (MoD) paid to take ownership of all the new training aircraft within five years. G120TPs are primarily flown from Cranwell, with typically around seven of the Prefects also operating from a nearby satellite base at RAF Barkston Heath. The Phenoms operate from Cranwell only, and the T-6Cs are located at RAF Valley on Anglesey, North Wales. The UK’s G120TP elementary trainers are mainly operated from RAF Cranwell in Lincolnshire. Source: Affinity Flying Training Services Announcing its latest major flight hours milestone in mid-July, Affinity noted that "half of the 100,000 figure was achieved in the last three years alone". "We are about aircraft on the flight line to meet customer demands," says Affinity managing director Iain Chalmers. Of its just shy of 210 employees, which include ex-military personnel and others with a background in civil aviation, roughly 140 are located in Lincolnshire, with the others in Wales. Affinity business director Alex Davison says the company has 75 engineers and technicians in Lincolnshire, along with operations staff, while the entire cadre of almost 70 personnel working at RAF Valley are from the former categories. With pilot throughput rising, the company and Ascent – a joint venture formed by Babcock and Lockheed Martin – are eyeing an opportunity to potentially boost the size of the T-6C inventory. The MFTS fleet was initially scaled as having 10 of the single-engined turboprops, before a follow-on batch of four was secured in 2022. "It's a demand issue, as there has been a bit of 'download' of some types of flying from [the BAE Systems] Hawk [T2], which is getting towards the end of its life," Chalmers says. "It's to make sure we've got enough capacity in there to guarantee getting students through." A new deal could potentially be for around four more of the aircraft. "This is a very live conversation," says Ascent managing director Chloe Barker. "We have been working really hard as industry with the MoD to find a way through this. There was an intention initially to bid for some MoD underspend. A few months down the line from that we have got some different [acquisition] models that we are exploring that are looking very positive." Phenom-enal performer With one Phenom in-depth maintenance at the time of our visit, the small business jet-based fleet is currently down to four operational examples only, but Chalmers notes, “We are flying more hours than we've ever flown on the Phenom despite that. "It's honestly brilliant," he says of the twinjet. "Up, down, as many times as you like a day, with something like a 98% dispatch rate." That includes meeting air force-specific needs such as formation flying and low-level instruction, he notes. Embraer’s Phenom 100 serves in the multi-engine pilot training role. Source: AirTeamImages Notably, the MFTS Phenoms do not feature modifications for their military role, beyond the aircraft's galley being used to accommodate additional avionics equipment. With its landing gear and engines removed – with the latter sent away for inspection and overhaul – the example currently in the hangar is the third of the fleet to undergo this major work. Meanwhile, Chalmers says: "The MoD is outsourcing for a two-year period to get an additional capacity hump" for multi-engine training provision, enabling it to support the RAF's Boeing RC-135 Rivet Joint and P-8A Poseidon fleets. Elsewhere within the same hangar at Cranwell, a trio of G120TPs are undergoing scheduled maintenance. The most intensive of those activities – performed after every 3,000 flight hours – involves removing the engine and wings, with maintenance work lasting between nine and 12 weeks. Other checks are required after intervals of 150h and 600h. In another recent milestone, May saw the 10th anniversary of rotary-wing training provision by Ascent at RAF Shawbury in Shropshire. Supporting that work, the MFTS fleet includes 29 Airbus Helicopters H135s and seven larger H145s, with the twin-engined models respectively named Jupiter and Juno for military use. Ascent – which has around 400 employees – also delivers rear-crew and observer training for the Royal Navy at RNAS Culdrose in Cornwall using four Beechcraft King Air 350-based Avengers. The highest-profile assets within the MFTS fleet are 28 Hawk T2s. Flown from Valley, those jets were acquired by the MoD outside of the PFI mechanism used for the rest of the programme. A long-awaited replacement process got under way in early August, when the MoD's National Armaments Director (NAD) Group issued a request for information linked to the Jet Training System (JTS) opportunity. That will deliver replacements not only for the Hawk T2 fleet but also for the aged Hawk T1s used by the RAF's Red Arrows aerobatic display team. A contest to replace the RAF’s Hawk T2s is entering its initial stage. Source: Crown Copyright The UK's Defence Investment Plan (DIP) of 30 June detailed an initial financial commitment of £360 million ($486 million) through the end of this decade in support of "full recapitalisation of the jet training system". Responding to that publication, Ascent said it "stands ready to work in partnership with the MoD to design and deliver the JTS, ensuring future pilots are equipped with the skills required to operate the most advanced combat aircraft… while sustaining high-value UK jobs and strengthening sovereign training capability for the long term". JTS rivals Likely contenders include a BAE-led offer of the T-7A Red Hawk, to be advanced in conjunction with Boeing and Saab; Korea Aerospace Industries' T-50; Leonardo's M-346; and the Turkish Aerospace Hurjet. It is unknown whether the selected JTS could also be required to conduct additional tasks such as serving as a companion light fighter or to perform adversary training duties. To be operated within a future structure dubbed "MFTS 2.0", the JTS aircraft are likely to be acquired directly by the MoD, with a contractor then paid to deliver a service against a set number of flight hours or sorties per day. "Ascent are absolutely keen to work with our customer to ensure that we get to the best, most effective, most integrated [training] model going forward," Barker says. "I expect that there will be a competition for a Future Flying Training System, or FFTS," she adds. "There are teams being set up within the MoD to start looking at that now. "From an Ascent point of view, I'm not resting on any laurels and expecting the current [MFTS] model to continue. There are a lot of things that we could do quite differently moving forward and should look to explore those." Unlike the current system, that could mean building a t

Small general aviation aircraft on approach to a busy regional airport with multiple runways visible under overcast skies
Military/DefenseAug 11, 2:00 PM

Flight School Reveals Risks of Multiple Airports in One City Through Real-World Training

The rule at the flight school was that the applicants would have at least two mock check rides in house before they paid $500 or more to a DPE for the real thing. I was designated the check airman for a particular private pilot applicant. His CFI asked me to put the applicant through his paces, showing no mercy, to find the soft spots in his training. I accepted the assignment. The applicant was instructed to create a cross-country VFR flight plan for the mock ride using the weather that was available that morning. He had been told the plan had to be detailed. I wanted to see a door-to-door navlog, complete with time to climb and individual legs, estimated time en route, etc., because you are going to be flying with people you care about, and perhaps someday you will be the person administering the instruction. READ MORE: Teaching Someone to Fly by Osmosis Doesn't Work READ MORE: Restoring Right Stuff Can Build Student Pilot Confidence I am a big believer in encouraging commercial-level performance from day one of training because it's easier to aim high than to have to clean a client up later. The applicant ate this up. His CFI instructed him to create a VFR navlog for a flight from Crest Airpark (S36) south of Seattle to Spokane, Washington. It would have been straightforward, except that there are three major airports in Spokane—Fairchild Air Force Base (KSKA), Spokane International (KGEG), and Felts Field (KSFF). The applicant planned for KGEG because he had flown there on a family vacation. Unfortunately, the DPE asked the applicants to plan for KSFF. What we had here was either a failure to communicate or expectation bias. The learner’s confusion presented a teachable moment. Airports are often named for the largest city within the region, and when there is more than one large airport in the vicinity, it can be confusing. Visit a website like AirNav.com and drop "Seattle" into the search box, and you will get no fewer than 14 responses. Two of them are seaplane bases, nine are heliports, and three are used by airplanes—King County International-Boeing Field (KBFI), Seattle-Tacoma International (KSEA), and Seattle Paine Field International (KPAE). Telling a student pilot—or anyone else unfamiliar with the Seattle area—to "plan a flight to Seattle" will likely result in confusion, especially if they intend to fly into Boeing Field or Sea-Tac. The airports are 5 nm apart, which doesn't give a pilot a lot of time to correct a mistake during approach.  The FAA (or its precursor, the Civil Aeronautics Administration) figured this out decades ago and decided to split the alphabet when it came to identifying the automatic terminal information system at these airports. The designation Alpha to Mike belongs to Sea-Tac. November to Zulu belongs to KBFI. The pilots accessing the ATIS for "Seattle" have a better chance of getting the correct information when they know the alphabet split. Runway Alignment Adding to the confusion of airport identification is that runways are usually aligned into the prevailing winds. To some extent all airports can look alike from the air, especially for a low-time or unfamiliar pilot. According to instructors I know from Wisconsin, before GPS and the magenta line became ubiquitous in the aircraft, it was not terribly uncommon for student pilots to get confused when they attempted to fly to either Wittman Regional Airport (KOSH) in Oshkosh or Fond du Lac County Airport (KFLD), which is 13 miles to the south. Both airports have runways aligned 18/36 and 09/27. I was skeptical when I heard this as KOSH is towered, and KFLD is not, and the runways are smaller—18/26 (5,941 by 100 feet) and 09/27 (3,604 by 75). However it's been a long time since I was a student pilot. Instructors who take their learners to the airports—sometimes on the same day—point out the differences such as the crosswind runways at KOSH—05/23 (3,424 by 75) and 13/31 (3,061 by 75)—which, so say the CFIs, are sometimes mistaken for taxiways. Aviation professionals can get confused as well. In 2004 a corporate pilot who thought he was ostensibly lined up for Runway 31 at KBFI in VFR conditions was, in reality, lined up for Runway 34 at Renton Municipal Airport (KRNT). The airports are 4 nm apart, basically side by side with a greenbelt and a freeway between them.  Approaching from the south, as this pilot was, you see KBFI first and a moment or two later KRNT—unless you are slightly to the east, in which case you notice the lake off the north end of the runway at Renton and fixate on that until the runway comes into view. Since it was afternoon, the flat light made it challenging to see details on the ground. The pilot was talking to Boeing tower. So was I, as I was at the end of an IFR approach operating in VFR conditions, preparing to configure the aircraft for landing. I was ahead of him in my mighty Cessna 172, and keeping my speed up as requested.  The controller must have noticed the corporate jet was slightly off course, because the controller asked him to verify which airport he wanted to go to. When the jet pilot replied he was lined up on Boeing, the controller replied he wasn't, then asked if he saw the red-and-white Cessna ahead of him and slightly to his left in the 11 o'clock position. At this point my copilot started to frantically look over her shoulder to make sure we weren't about to get run over—we weren't. Boeing tower then asked me to rock my wings, which I did, with the enthusiasm of a pilot over FISK inbound to Oshkosh.  The jet replied he had us in sight, and was instructed to follow us in. We were assigned the little runway. We were down and clear when the jet landed on the big runway. The jet parked at the FBO next door to the flight school. Shortly after landing, the pilot came over and thanked us for the help—he explained he got confused because he knew Boeing had a facility in Renton. "Here too," I replied, pointing across the runway at the ginormous buildings with "BOEING" on them. Tips for Avoiding Airport Confusion When planning a flight, always double-check the airport identifier. Don't rely on the name of the city because this can be misleading. Mexico Memorial Airport (KMYJ), for example, is in Missouri.  Look up the details of the airport in the FAA Chart Supplement for the most pertinent information including runway length, alignment, and lighting systems. This is particularly critical at night when ground clutter can make it difficult to discern an empty parking lot with light stands from runway approach lights.  Check reliable online airport information pages, as they often have details about nuances of the airport—for example, "do not mistake automobile track west of the airport for the runway." Pay special attention to communication frequencies, and when making radio calls to nontowered airports, begin and end each transmission with the name of the facility you are talking to.