#aviaposter

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.

Tupolev Tu-154M Transportgeschwader 44 (TG-44)

Registration: DDR-SFA Type: Tu-154M Engines: 3 × D-30КU-154 Serial Number: 0799 First flight: 1989

In the year the Berlin Wall fell, a pair of brand-new Tu-154s appeared in the fleet of Transportgeschwader 44 (TG-44), a special transport unit of the GDR Air Force, painted in the colors of Interflug, East Germany's flagship carrier. The philosophy was simple: government aircraft should look like ordinary passenger airliners.

This was characteristic of an era when socialist leaders preferred modesty to ostentatious luxury. Moreover, the civilian livery helped remove certain barriers to obtaining flight clearances to foreign countries. The paradox was that the GDR's national airline never operated the Tu-154.

The aircraft entered service at the most inappropriate historical moment. 1989 became the year of the socialist bloc's collapse, and soon the GDR itself ceased to exist. The two practically new aircraft served East German leadership for only a very short time.

After German reunification in 1990, TG-44 was disbanded, and both Tu-154Ms were transferred to the Luftwaffe – the air force of unified Germany. They received new registration numbers: 11+01 and 11+02, and continued to perform VIP transport duties, as well as participating in observation flights under the Treaty on Open Skies from 1992.

The further paths of the two aircraft diverged dramatically. The first aircraft – 11+01 (formerly DDR-SFA), was withdrawn from service and received a second life in Iran. In 2011, it was finally retired and sent to storage in Iran, where it probably remains to this day.

The second aircraft – 11+02 (formerly DDR-SFB) – met a tragic end. On September 13, 1997, it collided in mid-air with an American C-141B at a distance of 65 miles off the coast of Namibia. Both machines were completely destroyed.

This brief story vividly demonstrates how aviation reflects the political changes of an era, and that even the most modern aircraft can become hostages to historical circumstances.

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 757-300 Condor

Registration: D-ABON Named: Willi Type: 757-330 Engines: 2 × RR RB211-535E4B Serial Number: 29023 First flight: May 19, 2000

Within Condor’s fleet, one of the Boeing 757-300 stands out with its distinctive “Willi” livery, unveiled in 2006 to mark the airline’s 50th anniversary. Its “Willi” livery, featuring the slogan “Wir lieben Fliegen” (We love flying), sharply contrasts with the fleet’s conventional designs. This vibrant and playful style, adorned with colorful hearts, has won the affection of passengers and aviation enthusiasts, making "Willi" an iconic presence in Condor’s lineup. The livery is a tribute to Wilfried Meyer, whose 30-year career shaped Condor’s identity as Germany’s leading leisure carrier.

So, who was this “Willi”? Retiring in January 2006 at the age of 60, Meyer served as Vice President of Scheduling and Tour Operator Sales. From the 1970s to the early 2000s, Meyer was the vital link between the airline’s operational planning and its relationships with tour operators. He was more than a sales executive; he was a visionary who saw human stories behind the numbers. A dip in bookings to Greece meant families missing out on vacations, while a surge in demand for the Canary Islands evoked images of newlyweds chasing sunsets. His decisions were guided not only by market trends but also by emotional intelligence, earning the trust of colleagues and partners alike. Known for personal gestures like handwritten thank-you notes to agents or bringing homemade cakes to planning meetings, Meyer fostered a warm sense of community within Condor. His leadership was not loud but deeply human, making him a beloved figure among peers. Upon retiring, Meyer left quietly—no press conferences or grand ceremonies, just warm embraces and a final stroll along the tarmac, watching “his” aircraft take flight. His presence lingers in Condor’s culture, in the warmth of its staff and the reliability of its partnerships, embodied by the charm of the “Willi” livery.

Boeing 787-8 United Airlines

Registration: N45905 Type: 787-8 Engines: 2 × GE GEnx-1B70 Serial Number: 34825 First flight: Nov 21, 2012

Boeing 787-9 United Airlines

Registration: N26970 Type: 787-9 Engines: 2 × GE GEnx-1B76A Serial Number: 60146 First flight: Jul 27, 2017

Boeing 787-10 United Airlines

Registration: N17015 Type: 787-10 Engines: 2 × GE GEnx-1B76 Serial Number: 66984 First flight: Dec 7, 2021

United Airlines is one of the largest air carriers in the United States, operating a fleet of over 1,000 aircraft and maintaining hubs worldwide. Its route network spans six continents with numerous destinations. In the 2010s, the airline began actively deploying the Boeing 787 Dreamliner family, encompassing all three variants, to serve long-haul flights.

United received its first Boeing 787-8 in 2012, becoming one of the first U.S. airlines to introduce this model. The 787-8 features a three-class cabin configuration, accommodating 243 passengers. These aircraft are primarily deployed on international routes, including flights from the U.S. to Asia (e.g., Tokyo, Shanghai), Europe (London, Frankfurt), and South America. As of 2025, United operates 12 787-8 aircraft, making it one of the largest operators of this variant in the U.S. The model has replaced the aging Boeing 767-300 on select routes due to its extended range of up to 15,700 km.

The next model in the Dreamliner family, the Boeing 787-9, joined United’s fleet in 2014. This elongated variant, with a cabin capacity of 257 passengers, offers a range of up to 16,300 km. As of February 2025, United operates 44 787-9 aircraft. The model is utilized on ultra-long-haul routes, such as Chicago–Singapore and Houston–Sydney, as well as high-demand transatlantic flights (e.g., Washington–Paris). The 787-9 has been instrumental in expanding United’s route network, including new nonstop services.

The longest Dreamliner variant, the Boeing 787-10, entered United’s fleet in 2018, with a range of approximately 12,000 km. Configured with 318 seats across three classes, United operates 21 of these aircraft, deploying them on shorter but high-traffic international routes, such as New York–Tel Aviv and Los Angeles–Tokyo, replacing the Boeing 777-200 on certain sectors.

The introduction of the Boeing 787 Dreamliner has enabled United Airlines to launch over 50 new nonstop routes, including flights from its hubs in Chicago, Houston, New York, and San Francisco. Their operation has reduced fuel costs and supported both long-haul and medium-haul flights with high frequency. Thus, the Dreamliner has become a cornerstone of United’s strategy to optimize its fleet and expand its global route network, reinforcing the airline’s position in the international aviation market.

Boeing 777-300 Transaero

Registration: EI-XLP Type: 777-312 Engines: 2 × RR Trent 892-17 Serial Number: 28531 First flight: Sep 10, 1999

Transaero was established on November 5, 1991. During a transformative period in Russia, marked by the dissolution of the Soviet Union and the transition to a market economy, new opportunities emerged for private enterprises. Unlike the state-owned Aeroflot, Transaero positioned itself as an independent carrier focused on innovation and customer-centric service. Its initial flights were operated on leased Il-86 and Tu-154 aircraft, primarily serving charter routes such as Moscow–Tel Aviv and Moscow–Kyiv.

By the early 2000s, Transaero introduced Boeing 767 and Boeing 747 aircraft, solidifying its role in long-haul routes. The Boeing 737 series became the workhorses for regional and medium-haul flights, offering flexibility in the route network. The airline also operated Russian-made Tu-214 and Tu-204 aircraft, supporting domestic aviation manufacturing.

By 2010, Transaero’s route network spanned over 250 destinations across Europe, Asia, America, and Africa. The airline became a leader in popular tourist destinations such as Turkey, Egypt, Thailand, and the Dominican Republic.

A prominent place in the fleet was held by the Boeing 777-300, introduced in 2012. These wide-body aircraft, previously operated by Singapore Airlines, offered a high level of comfort with spacious cabins and ergonomic seating. They served key international routes, including Moscow–New York, Moscow–Bangkok, and Moscow–Punta Cana, reinforcing Transaero’s reputation as a world-class carrier.

Despite its successes, Transaero began facing financial challenges in 2014. Efforts to restructure and secure investors, including negotiations with Aeroflot for a potential acquisition, were unsuccessful. In October 2015, Rosaviatsia revoked Transaero’s operating certificate, leading to the cessation of flights. Transaero’s closure marked the largest bankruptcy in Russian aviation history, sparking widespread public discussion.

Bombardier Learjet 45 Medway Air Ambulance

Registration: N570MP Type: Learjet 45 Engines: 2 × TFE731-20AR-1B Serial Number: 45-171 First flight: 2001

Medway Air Ambulance is a U.S. company based in Lawrenceville, Georgia, specializing in medical air transport. Founded in 2000, it’s a top player in North America’s air ambulance scene. They fly patients worldwide, providing onboard medical care for adults, kids, and newborns.

Over the years, Medway has expanded its fleet and upgraded its medical gear. It’s built a solid rep as a trusted partner for hospitals, insurance companies, and workers’ comp programs.

Medway’s fleet includes eight Learjet planes, customized for medical missions. Each is loaded with cutting-edge equipment like ventilators, defibrillators, vital signs monitors, and other critical care tools. This setup allows complex procedures, including life support, ECMO, or oxygen therapy, mid-flight, even for critically ill patients.

With strict adherence to international standards, a pro crew, and a modern fleet, Medway delivers safe, efficient patient transport globally. Over 20 years of experience and multiple accreditations cement its status as a leader in air ambulance services.

Boeing 737-8 MAX Singapore Airlines

Registration: 9V-MBO Type: 737-8 Engines: 2 × CFMI LEAP-1B27 Serial Number: 44259 First flight: Jun 20, 2022

The relationship between Singapore Airlines and the Boeing 737 resembles a three-act drama: a rapid beginning, prolonged oblivion, and an unexpected renaissance. The airline, renowned for its impeccable image as a wide-body operator, has twice possessed narrow-body aircraft—and both times it happened through circumstance rather than choice.

In September 1972, when Malaysia-Singapore Airlines split into two independent carriers, Singapore Airlines inherited five narrow-body Boeing 737-100s. For several years, the new carrier operated a small fleet of this type. However, from the very start, the airline committed to wide-body aircraft and chose a strategy as a premium long-haul carrier. Regional route development was not part of its plans, and by 1980, all 737-100s had been transferred to American carrier Air Florida.

For the subsequent forty years, Singapore Airlines demonstrated a rare adherence to the "wide-bodies only" philosophy. Regional operations were delegated to subsidiary SilkAir with its fleet of 737-800s and A320s. It seemed the path back to narrow-body aircraft had been rejected forever.

But in May 2021, history took an unexpected turn: SilkAir was absorbed by its parent company. Singapore Airlines suddenly inherited a fleet of fifteen 737s once again: nine Boeing 737-800s and six 737-8 MAXs. SilkAir had planned to rapidly replace the older 800s with new MAXs, but the global grounding of the MAX following two crashes disrupted the original plans. Singapore Airlines continued the fleet renewal.

Now, five years later, Singapore Airlines operates 20 Boeing 737-8 MAXs on regional routes. The fleet serves 26 destinations and operates approximately every fourth flight for the airline. In October 2025, the last 737-800 completed its final flight from Kathmandu, concluding the transition period. The new MAXs received comfortable lie-flat seats in business class, WiFi, and entertainment systems—the standard this carrier holds so dear.

The future of the narrow-body fleet is cautiously optimistic. In May 2023, Singapore Airlines reduced its 737 MAX order from 29 to 21 aircraft, the last of which is expected to join its fleet during the current year. In Asia, there is sustained demand for regional operations, and even a premium operator cannot entirely ignore the economics of narrow-body aircraft.

Thus the Boeing 737, once banished from the fleet, has found a home again under the Singapore Airlines flag—and this time, it appears, for the long term.