Aviaposter

Douglas C-47 Indigo Aviation

Registration: 5H-DAK Named: Wave Dance Type: C-47A-30-DL Engines: 2 × PW R-1830-92 Serial Number: 9581 First flight: 1943

Sometimes, the most interesting airlines are the ones almost no one has heard of. Indigo Aviation from Tanzania is one of those. Having existed for just over a year, it never really left a mark on history. The airline began operations in 2009 with a fleet of just two aircraft—both Douglas C-47A Skytrains, the military version of the legendary DC-3. The company had plans to operate both scheduled routes and charter flights for hunting tours across Tanzania.

The aircraft with registration 5H-DAK connected the islands in the Indian Ocean off the Tanzanian coast, performing daily flights on the route: Pemba – Zanzibar – Dar es Salaam. Built in 1943 for the needs of the US Army, it was later "demobilized" and became a regular civilian airliner in the USA, of which a great many appeared after the war.

After serving with three different airlines, in March 1971 the plane was sold to the major South African construction company Grinaker Limited. The aircraft flew to South Africa, received the local registration ZS-GPL and its own name, Mosadi Mogolo. It spent a short time working in Botswana, where it was used to transport international observers. This was followed by a string of local owners. During this period, the aircraft even participated in a stunt scene for the film African Express in 1989. Then, in 2001, the plane ended up with the airline of the famous pilot Flippie Vermeulen—Springbok Classic Air. The aircraft was fully restored and carried tourists on air safaris in an authentic retro livery. Finally, in 2009, it was sold to the Tanzanian operator Indigo Aviation. After flying to Dar es Salaam, it received the registration 5H-DAK and the name "Wave Dance."

But time took its toll; the planes were aging, and funds for maintaining such rare vintage machinery were catastrophically lacking. In July 2010, the Tanzanian Civil Aviation Authority (CAA) revoked the company's operating license. The second aircraft never made a single commercial flight—it was simply ferried to Dar es Salaam, where it sat on the ground at least until May 2021, judging by photographs.

The story of Indigo Aviation is one of two airplanes, a handful of passengers, blue water between islands, and a concrete runway just over a mile long. Somewhere between regulators, charters, and malfunctioning radios, this story came to an end. And only a poster on an aviation fan's wall, among many others, will long occupy a special place as a rare reproduction of a unique airplane on that distant, mysterious continent.

Boeing 737-800 Rossiya Airlines

Registration: RA-73190 Named: Kaliningrad Type: 737-8LJ Engines: 2 × CFMI CFM56-7B26E Serial Number: 41212 First flight: Sep 8, 2015

When you travel from Moscow, Saint Pyotrsburg, Sochi, or Krasnoyarsk, you may encounter one of the most recognizable aircraft at the jet bridge – the Boeing 737. These airliners have become an integral part of the fleet of the airline "Rossiya," performing daily flights on the most popular regional and resort routes.

The company’s fleet consists of around 130 aircraft of various models, including 12 Boeing 737-800s and 2 extended Boeing 737-900ERs, which is a unique phenomenon for Russia. Most of the 737-800s are equipped with a single-class configuration for 189 economy seats, while three of them also have 12 business class seats. The more spacious 737-900ER can carry up to 215 passengers, which is especially important during peak seasons.

Traditionally, "Rossiya" names its aircraft after Russian cities. On the fuselages of Boeing 737s, you can see the coats of arms and names such as "Tyumen," "Pyatigorsk," and "Kaliningrad." The only two 737-900ERs in the country are named after prominent figures – "Gavriil Derzhavin" and "Vladimir Zhirinovsky." This is because they were originally planned to be transferred to the fleet of "Aeroflot," which names its aircraft after famous people. However, for now, this pair continues to operate successfully within the airline "Rossiya."

Airbus A320neo Spirit Airlines

Registration: N988NK Type: A320-271N Engines: 2 × PW PW1127G-JM Serial Number: 11733 First flight: May 3, 2024

On May 2, 2026, the final chapter closed on one of the most controversial and memorable airlines in American history — Spirit Airlines. After 34 years of regular flights, the carrier officially ceased operations. It's the perfect moment to look back at the journey of a brand that proved one thing beyond doubt: the sky is for everyone.

Few people know that Spirit's story didn't begin in the air, but on the ground — in 1964, when a Michigan company called Clippert Trucking Company was hauling freight by road. It wasn't until 1983 that founder Ned Homfeld pivoted the business toward air travel, launching charter operator Charter One Airlines. The planes carried vacationers to Las Vegas, Atlantic City, and the Bahamas. The legendary Spirit Airlines name and scheduled service came later — in May 1992.

In 2007, Spirit made a bet that would reshape the American aviation market: it became the first U.S. carrier to adopt the Ultra-Low-Cost (ULCC) model. The concept was straightforward — strip the ticket price of everything unnecessary. No fees baked in for checked bags or in-flight meals: just a flight from point A to point B. That approach opened air travel to millions of people who previously couldn't afford to buy a ticket.

A chapter of its own in Spirit's history belongs to its marketing. The airline had a sharp sense of the moment: it ran provocative "$9 fare" sales, poked fun at politicians and pop culture in its email campaigns, and never shied away from being outrageous. And the bold yellow livery, introduced in 2014, turned its aircraft into "flying taxis" — impossible to miss at any airport in the world.

Yet amid the endless debates over carry-on bag fees, one important fact often got lost: Spirit Airlines maintained an exemplary safety record. The company invested heavily in fleet renewal and operated some of the youngest Airbus aircraft in the entire industry.

Whether you loved Spirit or criticized it for its no-frills experience is a matter of personal taste. But one thing cannot be denied: these were true disruptors — ones who shook up the market and forced even the biggest players in the industry to adapt.

Thank you for the flights, yellow birds. You will remain a vivid chapter in the history of civil aviation.

Airbus A321neo easyJet

Registration: G-UZMK Type: A321-251NX Engines: 2 × CFMI LEAP-1A32 Serial Number: 12163 First flight: Oct 17, 2024

In 2018, easyJet began introducing the Airbus A321neo into its fleet. The low-cost carrier, known for its pragmatism, made a strategic bet on this modern and high-capacity aircraft, which significantly expanded the company’s capabilities.

Throughout its more than 30-year history, easyJet’s fleet had consisted of Boeing 737 and 757 aircraft, but since the early 2010s, Airbus family planes had dominated. At that time, the airline operated A319 and A320 models. There were no discussions about adding a larger aircraft type like the Airbus A321. Back then, the company’s management believed that the capacity of the A320 was sufficient for most routes, and that increasing passenger capacity was more effectively achieved by boosting flight frequency rather than by using larger aircraft.

However, for a brief period, easyJet did operate eight A321s. These aircraft entered its fleet following the acquisition of GB Airways in 2008. That same year, the low-cost carrier disposed of this unexpected inheritance, as it did not align with the airline’s operational needs.

Thus, easyJet only revisited the idea of using the A321 with the arrival of the A321neo generation in 2018. The new-generation CFM LEAP-1A engines provided fuel savings and reduced noise levels. For an airline where every liter of fuel counts, this is not just a number but a real competitive advantage. The aircraft’s capacity in easyJet’s configuration is 235 passengers, compared to 180 on the A320. This is why the low-cost carrier actively deploys the more spacious aircraft on its busiest routes, such as London–Amsterdam or Manchester–Lisbon.

Currently, the company is actively replacing older aircraft with the A321neo. These jets are ideal for airports with limited slot availability, help significantly cut costs, and fully align with the modern low-cost carrier concept: more passengers, longer distances, and lower fares.

Boeing 777-300ER United Airlines

Registration: N2142U Type: 777-322ER Engines: 2 × GE GE90-115B Serial Number: 63722 First flight: May 11, 2017

In 2010, the aviation world witnessed one of the largest mergers in industry history: United Airlines and Continental Airlines joined forces under a single brand. The outcome of negotiations was unexpected — United kept its name, but inherited Continental's look. That is why aircraft bearing the "United" livery began sporting a tail adorned with a golden globe on a dark blue background — the signature mark of an entirely different airline.

That golden globe is more than just a striking emblem. It was created by the agency Lippincott for Continental back in the 1990s and became one of the most recognizable tails in the sky. For United loyalists, the decision was painful: the legendary "Tulip" logo designed by Saul Bass — the airline's symbol since the 1970s — was gone for good. For Continental employees, however, keeping the globe was a gesture of respect, an acknowledgment that their culture and heritage had not simply vanished into the new corporate structure. The hybrid livery earned the unofficial nickname "United-Continental": the typeface and name from United, the tail from Continental.

United's first Boeing 777-300ERs entered service in 2017, wearing this hybrid livery from the start. The wide-body giant replaced the legendary "Jumbo" — the Boeing 747, which had been the symbol of long-haul flight for decades. The 777-300ER in United-Continental colors turned out to be something of a swan song for that livery. As early as 2019, United unveiled its modern Evo-Blue scheme, reimagining the globe in a new color palette. That said, United has been in no rush to repaint its entire fleet at once.

Aircraft are repainted during scheduled maintenance, returning to service in a fresh look. The process itself is a genuine craft: hundreds of liters of specialized paint, meticulous surface masking, and anywhere from 10 to 14 days of painstaking work.

Today, every aircraft still wearing the old livery is becoming a rarity, disappearing from airport ramps year by year. Spotting a 777-300ER with the golden Continental tail is growing ever harder. It is a true stroke of luck for any spotter — and a living reminder of the day two airlines agreed to share the sky.

BAC Concorde 102 Singapore Airlines operated by British Airways

Registration: G-BOAD Type: Concorde 102 Engines: 4 × Olympus 593 Mk 610 Serial Number: 210 First flight: 25 Aug 1976

In 1976, British Airways launched regular flights on the London–Bahrain route. The service operated three times a week aboard G-BOAA — one of the first production Concordes. Over Europe the aircraft flew subsonically, breaking the sound barrier only above the sparsely populated expanses of the Arabian Peninsula. But Bahrain was merely a first step for British Airways. Its plans included Singapore, Sydney and Tokyo — destinations it could only reach in partnership with another carrier.

That partner became Singapore Airlines, founded in 1972. A formal agreement was signed in October 1977: flights on the London–Bahrain–Singapore route were to operate three times a week. The arrangement was elegantly simple — one aircraft, one route, two carriers — on a revenue-and-cost-sharing basis. The inaugural flight took place on 9 December 1977.

However, on 13 December 1977 the service was abruptly suspended. The Bahrain–Singapore route inevitably passed over Malaysian territory, and the government in Kuala Lumpur withdrew overflight permission, citing "environmental concerns." While British Airways was resolving the Malaysian issue, another problem emerged: the most direct path from Bahrain to Singapore also crossed India, which had likewise banned supersonic flight over its territory. A solution was found, but at a steep price — the route was rerouted around India, over Indonesia, adding nearly 320 kilometres, around ten minutes of flying time, and a higher fuel burn.

On 24 January 1979, flights resumed along the new routing. But on 1 November 1980 the service was permanently discontinued. The route was losing between £2 million and £2.5 million a year, as the cabin was consistently only half full.

In total, the service operated for approximately 20 months of net flying time — three flights in December 1977, plus January 1979 through November 1980. It was the first scheduled commercial supersonic service to South-East Asia in history. No second has followed to this day, and none appears likely in the near future.

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The aircraft selected for this route — Concorde G-BOAD — embodied the partnership in the most literal sense: the left-hand side of the fuselage was painted in Singapore Airlines livery, while the right-hand side retained British Airways colours. The cabin crew was drawn equally from both airlines. After retiring from commercial service in 2003, the aircraft was donated to the Intrepid Sea, Air & Space Museum in New York, where it remains on display to this day — though the Singapore Airlines livery has since been painted over, and both sides of the fuselage now carry British Airways colours.

Boeing 747-200 Alitalia

Registration: I-DEMB Named: Carlo Del Prete Type: 747-243B Engines: 4 × PW JT9D-7A Serial Number: 20520 First flight: May 11, 1972

Earlier this year, we covered the story of the Boeing 747-100 in service with the Italian national carrier, as well as two distinctive -200s in special liveries – the candy-themed "Baci" and the elegant "Bulgari Aluminium watch." Now it is time to turn to a far more prosaic, yet no less significant protagonist – the standard Boeing 747-200, which for many years formed the backbone of Alitalia's long-haul fleet.

The Italian carrier began receiving the Boeing 747-200 in the first half of the 1970s, gradually expanding its fleet as passenger traffic grew. Unlike its predecessor – the -100 series – the -200 offered greater range and more powerful engines, giving Alitalia the ability to operate long-haul routes with confidence and without technical stops. The aircraft connected Rome and Milan with New York, Chicago, Los Angeles, Buenos Aires and Tokyo – in short, with all the key points on the globe that the Italian diaspora and business travellers frequented on a regular basis.

In Alitalia's standard configuration, the 747-200 carried three classes of service: First Class occupied the upper deck and the forward section of the main cabin, Business Class took the middle zone, and Economy filled the rear. The interiors embodied a distinctly Italian charm – warm tones throughout the cabin, elegant graphics on the headrests, and the airline's signature white-and-green colour scheme, completed by the red triangle on the tail fin and the proud "Alitalia" lettering along the fuselage.

Throughout the 1970s and 1980s, it was these aircraft that shaped the company's image as a leading European carrier. They carried holidaymakers, emigrants visiting family, diplomats and business executives – the full, varied flow of passengers that moves ceaselessly between the Old World and the New. By the late 1990s, the Jumbos began to give way to more economical wide-body aircraft of the new generation, and Alitalia, like most European airlines, parted with them without particular ceremony – simply as machinery that had done its job faithfully and well.

And yet it was precisely these aircraft that laid the very foundation upon which Alitalia's reputation was built during the golden age of jet aviation.

Boeing 737-300 GOL Linhas Aéreas Inteligentes

Registration: PR-GLQ Type: 737-322 Engines: 2 × CFMI CFM56-3C1 Serial Number: 24247 First flight: Oct 27, 1988

GOL Linhas Aéreas entered the Brazilian market in 2001, betting on modernity from day one. The young low-cost carrier built its fleet around the Boeing 737NG (Next Generation). Fuel-efficient, standardized, equipped with modern avionics — a perfect foundation for a low-cost business model. No mixed types, no unnecessary maintenance costs. A so-called single-fleet operation.

But Brazil in the early 2000s was an aviation market in explosive growth. The country was opening up, the middle class was discovering the need to fly, and GOL's route network was expanding at a dizzying pace. That's when the airline ran into a classic fast-growth problem: aircraft are needed now — not two years from now, when the next delivery slot in Boeing's production queue finally comes around.

The solution was unexpected… and pragmatic. The secondary market at the time had plenty of Boeing 737-300s available — reliable "classics," proven by decades of operation around the world. Sure, it was the previous generation. And yes, CFM56-3 engines instead of CFM56-7. Different maintenance procedures, a separate type rating for pilots. But — available immediately, and at an attractive price.

And so an "extra" aircraft type appeared in GOL's fleet — one that, according to the original concept, was never supposed to be there at all. The aircraft operated on domestic routes, filling capacity where the younger NG fleet simply couldn't keep up. It was a deliberate compromise: temporary operational inconvenience in exchange for the ability to seize the market moment.

The story of GOL and the 737-300 is a good example of how real business operates in defiance of textbook models. The "single type — maximum efficiency" strategy looks great on paper. But when the market grows faster than you can plan, sometimes you have to take what's available. And that's not a strategy failure — it's a strategy adapting to life.

GOL ultimately became Brazil's largest low-cost airline. And the 737-300s, having played their part, gradually faded into retirement — making way for the very next-generation aircraft that the whole story was about in the first place.

Bombardier CRJ200 Atlantic Southeast Airlines operated for Delta Connection

Registration: N931EV Type: 200ER (CL-600-2B19) Engines: 2 × GE CF34-3B1 Serial Number: 8015 First flight: Apr 2005

Bombardier CRJ900 Atlantic Southeast Airlines operated for Delta Connection

Registration: N138EV Type: 900LR (CL-600-2D24) Engines: 2 × GE CF34-8C5 Serial Number: 15235 First flight: Apr 2009

Atlantic Southeast Airlines (ASA) was an American regional carrier founded in 1979 in Atlanta, Georgia. The airline specialized in flights to small cities across the American South and Midwest, operating primarily as a partner of major mainline carriers. For many years, ASA worked closely with Delta Air Lines and SkyWest Airlines, operating flights under the Delta Connection and United Express brands.

In the late 1990s, the airline began receiving Bombardier CRJ (Canadair Regional Jet) aircraft. These planes replaced turboprop aircraft and significantly improved passenger comfort and travel speed on short- and medium-haul routes. The airline operated the CRJ-100 and CRJ-200 variants – 50-seat jets that became widely popular in regional aviation. Aircraft of this series were known for their fuel efficiency, reliability, and ability to serve smaller airports – exactly what ASA's route network required. By the end of the 2000s, the airline's fleet consisted exclusively of CRJ-200 airliners. Later, the fleet was expanded with the larger CRJ-700 and CRJ-900, configured for 70 and 86 passengers respectively.

In 2010, Atlantic Southeast Airlines was acquired by SkyWest, which merged its assets, routes, and fleet under a single brand. Nevertheless, ASA's legacy lives on in the history of regional aviation: it was carriers like these that shaped the face of domestic air travel in the United States, connecting hundreds of smaller cities to the country's major hubs. And its CRJ-700s, -900s, and a small number of -200s continue to fly to this day – now under the colors of other airlines.

Boeing 737-500 S7 Airlines

Registration: VP-BTF Type: 737-522 Engines: 2 × CFMI CFM56-3C1 Serial Number: 25009 First flight: Feb 6, 1991

Some companies change individual products. Others change entire industries — quietly, imperceptibly, but forever. One of them is the branding agency Landor Associates. If you've ever seen a British Airways aircraft from the eighties with its midnight-blue belly and crimson arrow, or flown on a Singapore Airlines jet with the golden bird on the tail, or simply sent a parcel via FedEx — you've already been touched by their work. Even if you never knew it.

In 2005, Landor received one of the most unconventional aviation briefs in its history. Novosibirsk-based Siberia Airlines — Russia's second-largest carrier, grown from a regional Soviet aviation unit — did not simply want a new livery. It wanted to become an entirely different airline.

According to Peter Knapp, Landor's Creative Director for Europe and the Middle East, the airline approached the agency's London office directly, having heard of its reputation in the industry. They needed someone who could understand the dynamics of the local commercial market while holding it within a global frame of reference. The agency pitched and was selected for its unconventional approach and depth of experience.

Landor Associates carried out a complete overhaul of the company's corporate identity: everything that had anchored the airline to the image of a regional carrier was stripped away. The Cyrillic word "Siberia" and the Siberian fir tree on the tail gave way to an entirely new identity. The objective was clear: to bring the airline in from the periphery and onto the international stage.

The rich apple-green fuselage was a genuine provocation. In a world where airlines habitually reached for blue, grey or white, a green aircraft bearing the spare logo "S7" read as a manifesto. The new livery quickly acquired a playful nickname among the public — the "little green men" — on account of the passenger silhouettes placed along the rear of the fuselage. As if the people walking up the airstairs were being imprinted onto the body of the aircraft itself.

Landor also designed new uniforms for the cabin crew. The S7 project stands as one of the most significant rebrands in post-Soviet aviation history: for the first time, a Russian private airline received an identity built to the standard of the best international work — not an adaptation of a Western template, but an independent, bold and genuinely memorable statement.

Airbus A380 All Nippon Airways

Registration: JA381A Named: Lani Type: A380-841 Engines: 4 × RR Trent 970-84 Serial Number: 262 First flight: Sep 17, 2018

The story of how All Nippon Airways became an A380 operator is a convoluted one: the Japanese airline had no enthusiasm for the type, yet ultimately found itself inheriting the jets from the bankrupt carrier Skymark. To win the restructuring bid and secure the coveted slots at Tokyo's Haneda Airport, ANA agreed to take on three of the five A380s originally ordered by Skymark. With few viable route options for just three of the world's largest jets, the airline carved out a dedicated service for them.

In autumn 2016, ANA launched an open international competition to design the livery for its future A380s. The grand prize went to Chihiro Masuoka for his concept "Sea Turtle Family," featuring the Hawaiian green sea turtle — a symbol of good luck and prosperity. The core design is identical across all three aircraft: a family of three turtles — one enormous, one large, and one small — differing only in colour and the expression on the lead turtle's face. They hold the distinction of being the largest animal paintings ever applied to an aircraft. The three liveries form a poetic triptych of Hawaiian nature. The first aircraft, named "Lani" (sky), is painted blue; the second, "Kai" (ocean), wears emerald green; and the third, "Ka La" (sunset), is dressed in orange. All three names come from the Hawaiian language and together conjure an image of the islands seen from above: sky, sea, and a sun sinking below the horizon.

The first aircraft spent 21 days in Airbus's paint facility in Hamburg. "This was the most difficult livery we have ever applied to an A380," admitted Ralph Maurer, head of the Hamburg paint centre. "We needed 16 colours and 930 stencils, compared to the usual 150." The complexity stemmed from Airbus's decision to forgo decals entirely: every element of the design was built up layer by layer using spray guns alone. The total fuselage surface area measures approximately 1,500 square metres, and painting it required 8,000 man-hours — well beyond the standard 13-day turnaround. The paint itself added around 600 kg to the aircraft's weight. The result is something the industry now refers to simply as a work of art.

The Flying Honu flights got off to a surprisingly strong start: by early 2020, ANA was recording year-on-year passenger growth of 49% on the route and was planning to expand the schedule to 14 weekly frequencies. Then the pandemic intervened.

The picture today is more complicated. In 2023, the average two-way load factor stood at around 69%, but figures deteriorated in 2024 — partly due to the weak yen, which has made Hawaii an expensive destination for Japanese travellers.

Yet even as the nonstop Hawaii service operates at a loss, the Flying Honu have become a cultural phenomenon: a symbol of Japan's enduring love affair with Hawaii, and a benchmark for leisure flying across the Pacific — commercial ambiguity and all.

McDonnell Douglas MD-11 Lufthansa Cargo / UPS Airlines

Registration: D-ALCN / N262UP Type: MD-11 F Engines: 3 × GE CF6-80C2D1F Serial Number: 48806 First flight: Sep 14, 2000

On January 25, 2001, the last MD-11 rolled off the assembly line — manufacturer's serial number 48806. At Lufthansa Cargo, it was registered as D-ALCN. Thirty years of production of the MD-11 family, tracing back to the DC-10, came to a close without much fanfare.

Lufthansa Cargo began operating the MD-11 in 1998, replacing its 747-200F fleet. At its peak, the German carrier operated 19 of them, including aircraft acquired from Alitalia and VASP. But by the early 2010s, Lufthansa Cargo had already begun a planned transition to the Boeing 777F. As the German fleet was renewed, MD-11s made their way across the Atlantic to American cargo carriers — UPS Airlines, FedEx Express, and Western Global Airlines. D-ALCN followed suit in late 2019. The COVID-19 pandemic briefly slowed the retirement process, prompting Lufthansa Cargo to hold on to its last six aircraft of the type a little longer. The final flight, LH8161, was operated on October 17, 2021, by D-ALCC — the last commercial MD-11 flight in Lufthansa Cargo livery after 23 years of service.

By the early 2020s, every flying MD-11 had converged in the United States. FedEx operated 55, UPS had 42, and Western Global flew 11. The fleet was slowly but steadily winding down, giving way to twin-engine 777Fs and 767Fs. It seemed the type would simply fade away quietly. Then the Louisville disaster on November 4, 2025 brought MD-11 operations to an abrupt halt. On November 8, the FAA grounded the entire type pending inspections.

UPS announced the permanent retirement of its entire 27-aircraft fleet and wrote off $137 million. Among those aircraft was the former D-ALCN, by then registered as N262UP. Western Global, whose fleet was built around the MD-11, had no choice but to furlough its entire MD-11 pilot workforce — around 70 aviators. FedEx chose a wait-and-see approach and is targeting a return to service by May 2026.

Never quite winning over passenger airlines, the MD-11 found its true calling in cargo, where it served faithfully for 30 years. The aircraft suited freight operations far better than it ever did the passenger world. Three engines are no problem when the payload doesn't need windows, and fuel burn is measured per ton rather than per seat. Built in a run of exactly 200 aircraft, it was the last commercial airliner to bear the Douglas name — and the last three-engine wide-body ever to enter service.

Airframe 48806 was the last. A status of "stored" still leaves open the possibility of a return to the skies with another operator. Time will tell.

Boeing 737-400 Helios Airways

Registration: 5B-DBG Type: 737-4Y0 Engines: 2 × CFMI CFM56-3C1 Serial Number: 24682 First flight: Feb 15, 1990

In the very early 2000s, Helios Airways appeared in Cyprus — the island's first independent private airline. Its establishment was a landmark event for Cypriot aviation: until that moment, all air travel on the island had been associated with state carriers or major international airlines. Helios Airways quickly earned a reputation as a dynamic and modern carrier, focused on European destinations and charter flights for tourists.

The company was founded in 1998 by the Cypriot offshore group TEA, which specialized in leasing Boeing 737 aircraft. As early as May 15, 2000, Helios operated its first charter flight from Larnaca to London Gatwick Airport. In its first year of operation, the airline actively expanded its route network: flights were operated to Athens, London, Manchester, Amsterdam, Edinburgh, Prague, Sofia, Bournemouth, Cairo, Paris, Dublin, and Warsaw. Helios Airways quickly became a symbol of a new era for Cyprus — an era of affordable and comfortable air travel.

The Boeing 737-400 with registration number 5B-DBG became the airline's first aircraft. It was presented to the public in a stylish livery inspired by Greek motifs, with an ancient gold coin depicting the Sun God Helios displayed on the tail fin. The aircraft was given the name "Athena." It was on this very plane that the first flights were made, which helped make visiting the island of Cyprus more accessible. For the company's employees, the aircraft became a symbol of hope and confidence in the future — for in those days, everything was just beginning.

In Helios Airways' first year of operation, an atmosphere of optimism and novelty prevailed. The company quickly earned the trust of passengers thanks to its modern fleet, courteous service, and convenient schedules. In those days, no one could have imagined the heavy trials that lay ahead for the airline. At the time, Helios was confidently climbing to new heights, opening up new horizons and opportunities for Cyprus.

Boeing 747-400 British Airways

Registration: G-CIVG Type: 747-436 Engines: 4 × RR RB211-524G Serial Number: 25813 First flight: Apr 6, 1995

For decades, the Boeing 747-400 was a true symbol of British civil aviation. The airline operated one of the largest fleets of these aircraft in the world and for many years remained the leading operator of the "Queen of the Skies."

British Airways began receiving the 747-400 in the late 1980s, and these aircraft quickly became the backbone of its long-haul route network. The plane connected London Heathrow with dozens of cities around the globe — from New York and Los Angeles to Tokyo, Sydney and Johannesburg. At its peak, the fleet numbered more than 50 aircraft of this type.

On board, the British Airways 747-400 was typically configured in a four-class layout: First, Club World (business class), World Traveller Plus (premium economy) and World Traveller (economy). The upper deck was traditionally reserved for the First or business class cabin, lending it an intimate and refined atmosphere. Depending on the configuration, the aircraft could accommodate between 274 and 337 passengers.

With the arrival of more fuel-efficient wide-body aircraft — the Boeing 787 Dreamliner and the Airbus A350 — the fate of the 747-400 in British Airways' fleet was sealed. The airline steadily phased them out, and the COVID-19 pandemic in 2020 sharply accelerated that process. In July 2020, British Airways announced the complete retirement of its entire remaining 747-400 fleet, without waiting for the industry to recover.

The departure of the "Jumbo" from British Airways marked the end of an era. For many passengers and aviation enthusiasts, this aircraft will forever remain the embodiment of the golden age of long-haul travel.

Boeing 737-9 MAX Alaska Airlines

Registration: N913AK Type: 737-9 Engines: 2 × CFMI LEAP-1B Serial Number: 44079 First flight: Jun 26, 2019

Alaska Airlines — one of the major U.S. air carriers — has placed its bet on the Boeing 737 MAX series, with deliveries beginning in January 2021. As of today, the airline operates 94 aircraft of this series in both currently available variants: the MAX 8 and MAX 9, each serving its own role within the route network.

However, Alaska Airlines' relationship with the 737 MAX was overshadowed by a serious incident. On January 5, 2024, a door plug blew out mid-flight on board Flight 1282, at an altitude of approximately 5,000 meters. The aircraft made an emergency return to Portland; none of the 177 people on board were injured. An investigation by the National Transportation Safety Board determined that the cause was four bolts that had not been installed during factory assembly. Responsibility was shared between Boeing, supplier Spirit AeroSystems, and the Federal Aviation Administration (FAA). Boeing paid the airline approximately $160 million in compensation.

Despite the incident, Alaska Airlines did not abandon the MAX series. In 2025, the airline signed the largest order in its history: 105 of the latest 737-10 aircraft, which are currently in the testing phase. In total, the order book stands at 174 aircraft from the 737 MAX family.

There has also been a thaw on the regulatory side: in October 2025, the FAA authorized Boeing to increase monthly production of the 737 MAX from 38 to 42 aircraft, confirming the manufacturer's progress in addressing identified deficiencies. Alaska Airlines, for its part, continues to invest in fleet modernization. The airline is putting $130 million into upgrading its existing 737-800s, bringing their interiors in line with the standards of the new MAX aircraft.

The Boeing 737 MAX series has become the backbone of Alaska Airlines' fleet. Despite the challenges, the airline continues to favor these aircraft, seeing them as the future of its route network — from Alaska to Latin America.

Boeing 737-300 Sky Express

Registration: VP-BBN Type: 737-330 Engines: 2 × CFMI CFM56-3C1 Serial Number: 23527 First flight: Sep 19, 1986

Sky Express was a Russian low-cost airline that made history as the first true budget carrier on the domestic market. The airline was founded in 2006 and launched commercial flights in January 2007, modelling itself on European and American low-cost carriers — with streamlined service, minimal ticket prices, and a focus on high aircraft utilisation.

The route network was built around domestic destinations from Moscow, primarily to resort cities and regional centres. The airline operated Boeing 737 family aircraft, which were well suited to the low-cost concept thanks to their fuel efficiency and reliability.

Despite its pioneering spirit, Sky Express faced fierce competition and operational difficulties. In 2011 the airline ceased operations, but its role as a trailblazer in affordable air travel in Russia remains undeniable.

A special place in Sky Express history belongs to the Boeing 737-300 registered VP-BBN — this particular aircraft was the airline's very first. Before joining the Russian fleet, it carried the temporary FAA registration number N527AD. The aircraft embodied the project's ambitious launch and became a symbol of a new era in Russian civil aviation. It also caught the attention of scale model manufacturers: Eastern Express released a 1:144 scale kit, including a decal with the N527AD registration. Another company, JC Wings, produced a 1:200 scale collector's model — also featuring the American registration number.

Originally, the poster featuring this aircraft was also drawn with the N527AD registration — such was the client's wish. Once I had fulfilled that order, I added to my collection the same aircraft, but this time with the VP-BBN registration, since that was the number it carried for the rest of its operational life. Both versions of this aircraft are available to order, along with more than seven hundred other posters.

Airbus A340-600 South African Airways

Registration: ZS-SNG Type: A340-642 Engines: 4 × RR Trent 556-61 Serial Number: 557 First flight: Dec 16, 2003

The Airbus A340-600 is an ultra-long-range, wide-body, four-engine airliner that entered service in 2002. Measuring over 75 metres in length, it was one of the longest passenger aircraft in the world. South African Airways (SAA) operated these aircraft from 2002 to 2020, deploying them on extended international routes. All nine A340-600s in the fleet featured a two-class configuration — 42 business class seats and 275 seats in economy.

SAA acquired this aircraft type in response to growing demand for long-haul non-stop flights from South Africa. Powered by Rolls-Royce Trent 556 engines, the A340-600 offered a range of over 14,000 km, making it ideal for non-stop services from Johannesburg to London, Frankfurt, and similar destinations. The four-engine configuration provided reliability on routes over the Atlantic, the Indian Ocean, and the African continent, where alternate airfields were sometimes few and far between.

However, operating the A340-600 proved economically challenging due to its significantly higher fuel consumption compared to the Airbus A330. As jet fuel prices rose, maintaining the fleet became an increasing burden for SAA, which was already facing serious financial difficulties.

As a result, the airline began phasing out the A340-600 from 2018 onwards. The COVID-19 pandemic that swept the world in 2020 first grounded all aircraft of this type, and later forced the airline to suspend all operations entirely.

Through extraordinary efforts on the part of the South African government, South African Airways survived, refocusing on domestic routes. Today, the SAA fleet consists primarily of Airbus A320s, while long-haul operations are maintained by just a handful of A330s and a couple of A340-300s — aircraft that allowed the airline to resume flights to São Paulo, Brazil, and Perth, Australia. But that is another story.