• A tourist helicopter crashed into the Hudson River in New York City on Thursday, killing six people.
• A former military helicopter pilot told BI the helicopter's rotary system appears to have failed.
• Helicopter crashes are more common than airplane accidents, but main rotor detachment is rare.

There are a lot of questions swirling after a tourist helicopter crashed into the Hudson River in New York City on Thursday, killing Siemens Mobility executive Agustín Escobar, his wife, and three children.

The pilot, who the National Transportation Safety Board said on Friday had about 788 hours of total flight experience, also died.

The 21-year-old Bell 206 helicopter, registered N216MH and operated by New York Helicopter, plummeted into the river off the New Jersey shoreline at around 3:15 p.m.

It crashed upside down after what appears to have been a midair breakup. The aircraft was owned by Louisiana-based Meridian Helicopters, LLC, whose website says it sells, refurbishes, and leases helicopters. Meridian didn't return an email or phone message from BI.

Former military helicopter pilot Brian Alexander told Business Insider that the accident appears to have been a result of a "catastrophic mechanical failure" involving both the main and tail rotors.

He said no cause is confirmed and people should wait for the NTSB's investigation before jumping to conclusions. Alexander also is a partner at aviation accident law firm Kreindler & Kreindler.

While Thursday's helicopter crash could spark renewed fears amid a recent spat of airline accidents, the cause is unlikely to be related.

Why did the helicopter crash?

Videos posted on social media show the helicopter's rotary systems apparently detached mid-flight, falling into the water after the aircraft's main body had already crashed.

"It's hard to say which came first," Alexander said. "There appears to be spinning, which would suggest a tail rotor issue, but you can't rule out a main rotor detaching first and hitting the tail rotor."

The spinning he's referring to is the helicopter fuselage as it fell into the Hudson, which he said means the tail rotor likely failed at some point.

He explained that without a tail rotor, the helicopter would "spin like a top" due to the torque created by the main rotor as it produces lift and thrust. Either or both systems failing could lead to an accident.

"If you lose your main rotor, meaning it's detached, you have no lift, you're done," Alexander said. "There's nothing you can do at that point; you're just a falling object."

He said a helicopter that loses just a tail rotor is a severe situation, but it can still be flown — though with great difficulty.

Alexander said that losing power is typically a more surmountable issue. In a scenario where the helicopter's engine failed, and the blades were still attached, the aircraft could auto-rotate to descend to land.

NTSB Chairman Jennifer Homendy said on Friday that part of the wreckage had been pulled from the river, but dive teams are still retrieving components, including the main and tail rotors.

She said the agency "does not speculate" on probable cause and still needed to gather the sunken components, conduct witness interviews, and gather records like maintenance logs.

Why did the rotors apparently detach?

Alexander said that there are several reasons the helicopter rotors could detach, like mechanic error or a transmission issue.

He also said the mast — which connects the main rotor hub to the transmission — could have disconnected entirely.

"Someone on the maintenance side maybe didn't tighten a bolt up, or a part just failed," he said, emphasizing that any cause is still unknown. "I'm sure that's what [investigators] will be looking at."

This wouldn't be the first time a helicopter owned by Meridian and operated by New York Helicopter experienced a system malfunction.

In 2015, the tail rotor driveshaft on another one of the company's Bell 206 helicopters detached, which caused a loss of control and hard landing in New Jersey, according to the NTSB.

The pilot, who was the sole occupant, was uninjured.

The driveshaft transmits power from the transmission to the tail rotor. However, the NTSB determined that the one installed was "unairworthy."

Meridian told the NTSB that the driveshaft was purchased at auction by the helicopter's previous owner after the same helicopter experienced a separate hard landing in 2010.

Inspectors found the driveshaft had been repainted, corrosion had been removed, and the serial number did not match known records — meaning they could not determine if it was the same driveshaft that was attached to the helicopter during the 2010 hard landing.

The NTSB determined that the probable cause of the 2015 crash was the "deliberate concealment and reuse" of a faulty driveshaft "by "unknown personnel."

New York Helicopter didn't answer calls from BI; its president declined to comment to The Wall Street Journal.

How often do helicopters crash?

While helicopters are generally safe so long as safety procedures are followed, they have a comparatively higher crash rate than commercial airplanes because of their riskier complex systems and operating environment.

Helicopters have more moving parts, require more adjustments, rely on auto-rotation to emergency land rather than glide, operate at lower altitudes, and commonly fly in less controlled airspace.

Transportation Secretary Sean Duffy said on X that Thursday's helicopter was flying in the Special Flight Rules Area at the time of the crash, where there is no air traffic control support.

Data from the US Helicopter Safety Team shows there were about 90 helicopter accidents in 2024, 13 of which led to 30 collective fatalities.

An Associated Press report said at least 32 people were killed in helicopter crashes in New York City between 1977 and 2019.

Five people died in 2018 when a helicopter crashed and flipped upside down in the East River. A year later, a helicopter crash-landed on the roof of a Manhattan skyscraper, killing the pilot.

The accidents have sparked restrictions on things like flight paths and landing spots to improve safety.

Alexander said that while helicopter crashes are more common, complete main rotor detachment is rare. "Everything about this is unusual," he said. "You just don't see something like what we all saw."

• Avelo Airlines will operate deportation charter flights beginning in May.
• The airline is hiring "energetic" and "highly motivated" flight attendants for the operation.
• Most immigration flights chartered by the government are on airlines without regular passenger service.

Aspiring flight attendants can apply for an opportunity with one of the US' newest budget airlines, but it won't be serving ticketed passengers like usual.

Beginning May 12, Avelo Airlines will operate deportation flights contracted by the Department of Homeland Security from Mesa Gateway Airport in Arizona, a company spokesperson told Business Insider.

The "long-term charter program" agreement will use three of Avelo's Boeing 737-800 planes and fly both domestically and internationally.

Avelo said it will open a base in Mesa for pilots, flight attendants, and mechanics to support the new operation.

A job listing listing says Avelo is "seeking energetic, highly motivated" flight attendants to staff the flights, and outlines qualifications like ensuring safety and "creating a caring customer experience."

According to Immigration and Customs Enforcement, or ICE, the flight attendant's primary role will be safety and security, with serving meals and drinks as a secondary responsibility.

They will also be joined by an inflight nurse and a "flight officer in charge," who will oversee the cabin crew and detainees.

Pay for the flight attendant roles starts at $28 an hour, the listing says.

The spokesperson told BI that Avelo's planned deportation operation is a business decision and not political. They declined to disclose the size of the contract or how much revenue the flights may bring in.

Avelo CEO Andrew Levy said in the statement that the decision was a "sensitive and complicated" topic and that it was made to provide the airline with stability amid a worsening economic outlook, to expand its regular passenger operations, and keep its crew members employed "for years to come."

• Qantas' historic "kangaroo route" is a prime example of aviation innovation over the past century.
• It dates back to 1934 when tiny biplanes began hopping 12 days between Australia and the UK.
• Project Sunrise will launch the historic trek nonstop come 2027, which will last up to 21 hours.

The business of flying people from point A to point B has evolved over the decades from small rickety prop planes to massive jetliners capable of carrying hundreds of people.

Among the most famous examples of this progress is Qantas' "Kangaroo Route" between Australia and the UK.

Early versions of the over 12,000-mile journey first operated in the mid-1930s, and the route is still going strong today — but it's about to travel even faster.

What was once a 12-day and up-to-31-stop route is set to become a 21-hour nonstop journey by 2027. The Sydney to London flight is poised to become the world's longest route thanks so a specially equipped Airbus A350.

Qantas' International and Freight CEO Cam Wallace told Business Insider the ultra-long-range plane will "unlock the ability to fly nonstop from Australia to anywhere in the world."

The unofficial Kangaroo Route started as an airmail service in 1934.

The first version of the Kangaroo Route was an airmail operation flown by Qantas Empire Airways, where both Qantas and Britain's Imperial Airways each had about half a stake.

In 1934, QEA started flying between Brisbane and Singapore via Darwin, which then connected to England. It was a precursor to today's codesharing partnerships.

Passenger transport began in 1935, and the route took 12 days.

The airmail route quickly morphed into weekly passenger flights in 1935. Qantas flew the leg to Singapore, where travelers connected to London on Imperial.

The series of snaking connections included up to 31 stops, including overnights, across Australia, Asia, the Middle East, and Europe. The trek from Brindisi in Southern Italy to Paris was via train.

The long journey — which was reserved for wealthy flyers as tickets cost £195 one-way (about $15,250, adjusted for inflation) — was still faster than the six-week option by boat.

Flying boats were introduced in 1938 to shave off time.

QAE's Short Empire flying boats were launched in 1938 and cut the flying time by several hours.

The flights were rocky and rough due to turbulence and a lack of weather radar. After the fall of Singapore in 1942, World War II halted the kangaroo service.

A truncated Kangaroo Route was revived in 1943 with the 'Double Sunrise.'

Qantas' modified route connected Australia to England via Ceylon (present-day Sri Lanka) instead of Singapore.

The nonstop Ceylon flight across the Indian Ocean lasted up to 33 hours and is still the longest commercial flight in history by time.

The route used Consolidated PBY Catalina flying boats, followed later by Liberator planes, the latter of which were the first to sport Qantas' kangaroo logo.

Converted war-era bombers took over the re-established route in 1945.

Qantas operated the portion between Australia and Karachi, Pakistan, using Avro 691 Lancastrian aircraft.

Its partner, the British Overseas Airways Corporation, or BOAC — which is an early version of British Airways — took over for the rest of the trip to London. The trek took about 70 hours.

Qantas reverted the Ceylon portion of the route back to Singapore after the war.

Qantas fully took over the route in 1947 and trademarked "Kangaroo Route."

The airline used 29-seat quad-engine Lockheed Constellations to reduce flight time to about 55 hours across seven stops and four total travel days. Tickets were £525 (about $22,600, adjusted for inflation).

"When the Kangaroo Route launched in 1947, it opened a new frontier for aviation," Wallace said.

In 1954, Qantas received its first Super Constellation. These carried more people and further reduced travel time.

Qantas introduced the Boeing 707 in 1959.

Thanks to its more powerful jet engines, Qantas' 707 aircraft could carry up to 90 people and make the trek to London in 27 hours.

It was the first Jet Age aircraft bought by Qantas.

The Boeing 747 cut flying time to less than a day in 1971.

The famous 747 jumbo jet flew from Australia to London via a single stop in Singapore.

From 1979 to 1985, Qantas operated an all-747 fleet, complete with comfortable seats and an exclusive lounge and bar.

The Airbus A380 complemented the 747 beginning in 2008.

The A380 currently flies from Sydney and Melbourne to London, with a stop in Singapore. The route previously went through Dubai.

The mammoth A380 complemented the 747 fleet for decades until the iconic "Queen of the Skies" was officially retired during the pandemic in 2020.

Qantas' Boeing 787-9 Dreamliners began flying nonstop between Perth and London in 2018.

It was the first nonstop passenger service connecting Australia with the UK, but it was only for Perth.

Key destinations in Eastern Australia, like Sydney and Brisbane, still lack nonstop service.

Deep-pocket travelers can experience the famous Kangaroo Route for $30,000 in 2026.

Tour company Captain's Choice is flying a one-off tourist trip in February 2026 to nearly mirror the Kangaroo Route as it was in 1947 — hops included.

Seats start at about $30,000. While Qantas is not pricing or selling any of the tickets, it is operating the Airbus A330 charter plane.

Project Sunrise is expected to launch in 2027 in a full-circle moment for Qantas.

The up-to-21-hour and 10,000-mile flight will officially eliminate the "hop" from the historic Kangaroo Route.

Project Sunrise will include two ultra-long-haul routes using a fleet of purpose-built A350-1000ULRs: Sydney to London and Sydney to New York.

Qantas is introducing new cabins on the A350s.

Qantas's A350 will have just 238 seats and will boast four different cabins — including economy, premium economy, and enclosed business and first-class suites.

The airline announced in late February that the plane would enter final assembly in September, followed by flight testing and delivery in the second half of 2026.

• Boeing secured a $20 billion defense contract and billions in commercial aircraft orders.
• The company is recovering from a tough 2024 with improved production and stock performance.
• Analysts see Boeing's recent wins boosting cash flow, employee morale, and talent retention.

Boeing may finally be on an upward trajectory as it claws its way back into the good graces of investors and customers.

Since January, the manufacturer has been firing on all cylinders, securing a lucrative defense contract for the US's new F-47 fighter jet and scoring billions of dollars' worth of new passenger plane orders.

Deliveries are looking good, too. Analysts estimate that post-strike 737 production is at higher-than-expected levels in the first quarter so far.

The wins in two critical business segments are set to help bring in more cash, boost employee morale, and attract and retain engineering talent as the company works to right itself after a tough 2024.

Boeing's stock price has rallied about 16% over the past six months, nearly recovering from a March low, even as the broader market has pulled back amid tariff concerns and overall economic uncertainty. Shares remain down significantly from a 2023 high.

Analysts appear optimistic, with an average future price target of $196, or about 10% above Wednesday's closing price.

Securing more aircraft orders and ramping up production

On Wednesday, Korean Air finalized its order for 20 Boeing 777X planes. The news followed respective orders by Japan Airlines and Malaysia Airlines for 17 and up to 60 new 737 Max aircraft.

Both models are incredibly important for Boeing. The 777X is at least six years behind schedule — with its launch now expected in 2026 — and 737 Max output is capped at 38 a month.

Still, the deals add to Boeing's more than 6,000-strong backlog and signal customer confidence after aircraft deliveries slowed in 2024.

In a January earnings call, CEO Kelly Ortberg, who took over in August, said Boeing could achieve a 737 Max production rate of 42 a month by the end of the year, assuming it meets federally agreed-upon quality and safety metrics.

He also outlined a plan to close the 737 "shadow factory" — where already-built jets receive fixes to quality issues — which should further boost operational efficiency as workers can fully focus on the main assembly line.

Airline customers appear pleased with the progress. United Airlines CFO Brian West said at a February Barclays conference that he was confident in the Max delivery schedule.

"Boeing is doing a pretty miraculous job of turning around and becoming more reliable as a supplier," he said.

A lucrative new defense contract

President Donald Trump on Friday announced that Boeing secured a $20 billion contract to produce the sixth-generation US Air Force fighter jets, designated the F-47. The fleet will replace the F-22 Raptor.

Boeing beat out its rival manufacturer Lockheed Martin, which produces the US's fifth-generation F-35 fighter. Lockheed's stock has fallen about 6.5% since the Friday announcement.

JPMorgan analysts called the F-47 contract a "shot in the arm" for the future of Boeing's struggling defense business. The company has already suffered losses from its KC-46 tanker program and delayed Air Force One aircraft.

They said the financial benefits were "clearly meaningful but not massive in the context of a recovered Boeing," noting the F-47 could bolster Boeing's position in the aerospace industry and help attract talent.

Analysts at Melius said the new program was also expected to boost Boeing's employee morale and help the company retain "top engineering talent."

This could help lift the company out of a cultural slump created by the fallout from aircraft quality issues and a nearly eight-week labor strike. Ortberg has led the charge, outlining initiatives like putting executives on the factory floor.

"Although Kelly Ortberg has been at the helm for less than a year, we believe he is the right leader to turn Boeing around," Melius analysts said in a note to clients. "He has empowered employees to provide 'brutal' feedback on the company's leadership and culture, allowing him to implement necessary improvements."

• Airbus' worst-selling A330-800neo is expanding to more routes.
• The jet is unpopular due to its higher seat cost and smaller capacity compared to the A330-900neo.
• Only three global are scheduled to fly the plane on a few dozen routes in 2025.

Airbus has a strong aircraft portfolio, and its deliveries consistently outpace Boeing's. But one of its planes has proven to be a commercial flop: the Airbus A330-800neo.

The jet flies further than its A330-900neo sister, but it has a higher per-seat fuel burn while carrying fewer people — tanking potential profits.

Only three airlines operate the plane: Air Greenland, Kuwait Airways, and Uganda Airlines. This year, it will go to one new city.

Beginning May 18, Uganda Airlines will launch four-times-weekly A330-800neo flights between Entebbe and London Gatwick Airport, bridging the two countries nonstop for the first time since 2015.

It's the first time London has welcomed the jet since September 2023. People who hope to experience the ultra-rare plane can board in about three dozen cities worldwide this year.

Data from the aviation analytics company Cirium shows only about 4,600 A330-800neo flights are scheduled for 2025, up about 450 from 2024.

Here is every route the A330-800neo is scheduled to fly this year, per Cirium data. Kuwait, the plane's launch customer in 2020, is the largest operator.

Nuuk is a new A330-800neo city as of November 2024. Air Greenland — the plane's smaller operator — inaugurated widebody flights from the country's capital after the airport built a bigger runway.

The airline's A330-800neo route to Reyjavik is also new in 2025 but will only fly two roundtrips, one in June and one in August. The route will otherwise use Boeing 737-800s and De Havilland Dash 8 turboprops.

Kuala Lumpur is a returning route for Kuwait, which last flew to the city in October 2023. Kuwait won't fly its A330-800neo to Bangkok in 2025 like it did last year, swapping the route for the larger Boeing 777-300ER.

A handful of Kuwait's routes will only fly a few roundtrips in April, including to Lahore and Islamabad in Pakistan and to Tbilisi, Georgia. Munich will run twice in June.

Kuwait's service to Ahmedabad, India, and Mashhad, Iran, were omitted from the map because they were single roundtrips that already operated in February and March.

One major market absent from the global A330-800neo network is the US.

Kuwait last flew the aircraft nonstop to New York's John F. Kennedy International Airport in October 2023 but has since swapped the jet for the Boeing 777-300ER.

Why the A330-800neo is so unpopular

The A330-800neo was built as a longer-range version of the A330-900neo, flying about 1,000 miles further than its sister aircraft. The range was supposed to be the main selling point, but it hasn't been enough to offset its less favorable size and costs.

The A330-800neo can carry up to 406 people, compared to up to 465 passengers on the A330-900neo. Both are powered by next-generation Rolls Royce Trent 7000 engines that burn 25% less fuel than older A330s.

The A330-800neo's shrunken size and complementary efficiency may seem like a sweet spot on lower-demand, far-away routes, but the per-seat cost is greater because the plane holds fewer people while still carrying the same structural components and engines as the A330-900neo.

The A330-900neo's capacity allows for more revenue potential, especially since the larger cabin can accommodate more high-dollar business or first-class seats. Plus, the A330-900neo's 8,300-mile range is already suitable for airlines' needs.

The A330-800neo's unfavorable economics have made it Airbus' worst-selling plane. Air Greenland has one, Kuwait Airways has four, and Uganda Airlines has two. One unnamed private operator bought a single unit in 2023.

However, Garuda Indonesia canceled its purchase agreement for four A330-800neos in October, bringing the plane's net orders to just eight over 11 years.

The A330-900neo has garnered nearly 400 orders during the same time and Cirium data shows it will fly about 82,000 scheduled flights in 2025.

No one has ordered the A330-800neo in nearly two years, though the plane's cheaper $260 million price tag could help recoup the higher operating costs. The sister plane is nearly $300 million.

Still, it's unclear whether Airbus will eventually abandon the project or keep it as an option, considering it invested in the plane and possibly doesn't want those efforts wasted.

• Heathrow Airport shut down due to a fire, disrupting flights for most of the day.
• The shutdown affected thousands of passengers and likely cost airlines millions in lost revenue.
• Airlines could lose $80 to $100 million rerouting passengers and any accommodation.

London Heathrow Airport closed on Friday due to a power outage, crippling flights into the region for the better part of a day. The fallout will cost airlines a pretty penny — but the timing could have been much worse.

Thousands of passengers expecting to be in London spent hours in the air only to end up back in places like Tokyo, Mumbai, and Dallas. Australia's flag carrier Qantas said its passengers who were diverted to Paris would be transported to London via bus, a nine-hour journey.

Heathrow said it would re-start flights late Friday, meaning some travelers could get back on track sooner than expected. But reorganizing an airline network is no easy task when diversions and cancellations leave planes and crew in unexpected places.

Luckily for Heathrow and the airlines that call it home, especially British Airways, the power outage was fixed in less than a day and did not occur during a crowded travel time, like the summer holidays.

Over the years, natural disasters and infrastructure problems have grounded airline and airport operations, and, depending on the severity, they left thousands to millions of people stranded. Many of these were during peak travel seasons and lasted for days.

"I think it's a good thing it's sort of pre-Easter in a bit of a March lull moment," Ronan Murphy, a director at Alton Aviation Consultancy, told Business Insider. "If this is the middle of July, it would be an absolute disaster. You could have another 300 or 400 flights."

He estimates airlines could lose $80 to $100 million as they incur the expense of rerouting passengers and providing accommodations.

Many airlines are trying to curb the ripple effect and get planes heading to and from Heathrow as it re-opens.

United Airlines said it plans to operate most of its scheduled Friday flights to London. It also offered to reroute passengers through airports like Brussels or Amsterdam.

British Airways said it was cleared to operate eight long-haul flights to places like Johannesburg and Singapore on Friday. The flights will take off 16 and a half hours after Heathrow first closed.

The timing could have been worse, but it's still going to sting

According to the aviation analytics firm Cirium, some 1,300 flights were scheduled to take off or land at Heathrow on Friday, with a capacity of 290,930 seats. Heathrow is the world's fifth-busiest airport but ranks second for passengers flying internationally.

"If you think about load factor — let's say 75% full on average — that's 220,000 people, give or take, that are affected. That could be $100 million-plus of revenue for one day," Murphy told BI.

He said airlines wouldn't lose all of that because many passengers could be rerouted or choose to rebook for a later date.

He added that Heathrow is still "hugely profitable" and a vital airport for many carriers around the world.

"This is an unprecedented situation, and we have not seen a closure of Heathrow of this scale for many years," British Airways CEO Sean Doyle said. "Unfortunately, it will have a huge impact on all of our customers flying with us over the coming days."

With a capacity of 4 million seats last year, the New York-JFK to London Heathrow corridor is poised to be among the hardest hit as it is the 10th busiest route in the world — and the busiest outside Asia, according to data from OAG.

Flights from JFK to Heathrow from Thursday night to Friday morning were canceled or diverted, but FlightAware data shows most Friday night flights are not yet disrupted.

On Friday afternoon, around 14 hours after shutting down, Heathrow announced it was "safely able to restart flights, prioritizing repatriation and relocation of aircraft."

Getting planes to Heathrow is an important step in recovering operations — clearing the backlog so future scheduled flights can take off.

Travel expert Mike Arnot told BI the cost could be hundreds of millions of dollars, but large airlines typically have spare capacity and can take advantage of their alliance partners.

"I'm hopeful this incident will turn out to be a molehill, not a mountain," he said. "These are airlines that earn billions of revenue, where diversions, be it for weather during hurricane season or wintry mix, or mechanical issues cause irregular operations as part of doing business."

Major flight disruptions have cost airlines millions of dollars in the past

The 2010 eruption of Iceland's Eyjafjallajökull volcano released ash into the atmosphere, creating widespread chaos for air travel during the busy spring break travel period.

According to the International Air Transport Association, the eruption closed hundreds of airports across much of Europe's airspace for about a week, canceled about 100,000 flights, and impacted some 10 million people.

Airlines lost about $1.7 billion in revenue. The US-UK market was a major money-loser, accounting for $25 million of revenue a day.

A handful of more recent meltdowns — which snowballed due to misplaced planes and crew and broken infrastructure — have also halted travel and bled airline cash.

A January winter storm that swept through the southeast of the US affected operations at airports like Atlanta, New Orleans, and Houston. Thousands of flights and passengers were disrupted as airports shut down.

The same month, wildfires in Los Angeles also affected several airports across Southern California. At an investor conference hosted by JPMorgan in March, Delta Air Lines CEO Ed Bastian said January's disasters cost the carrier about $100 million.

Delta also lost $500 million after a botched CrowdStrike update caused a mass meltdown in July 2024 — during the peak summer travel season.

While other airlines affected by the outage recovered relatively quickly, Delta's problems lasted five days and led to nearly 5,500 flight cancellations.

Southwest Airlines experienced a meltdown in December 2022 when its outdated scheduling software lost track of pilots and flight attendants, causing nearly 17,000 flight cancellations. The ripple effect occurred during the holiday period.

The chaos cost Southwest over $1 billion, including a civil penalty payment to the Department of Transportation and reimbursements and refunds to passengers.

• A Southwest plane inadvertently started to take off from a taxiway instead of a runway on Thursday.
• Flight tracking data shows the jet was on a parallel taxiway and reached about 70 knots.
• The incident follows a series of recent aviation close calls and crashes.

An air traffic controller instructed a Southwest Airlines jet to abort its takeoff on Thursday after it began to accelerate on a taxiway instead of a runway at Orlando International Airport.

The Federal Aviation Administration confirmed to Business Insider that the event took place at around 9:30 a.m. local time as the plane prepared to head to Albany, New York.

Southwest said "the crew mistook the surface for the nearby runway." A different plane later operated the flight.

The Orlando airport has two parallel taxiways between the terminal and the runway where the plane was meant to take off. Taxiways are used to navigate around airports, including to and from runways, and have specific markings, including yellow markings versus white markings on runways.

The aircraft appears to have mistakenly accelerated on Taxiway H, which runs parallel to Runway 17R. It reached 70 knots before slowing down.

According to weather reports, conditions were largely clear, with no rain or fog during the event, which occurred during daylight hours.

The FAA said no other aircraft was involved in the incident and that it is investigating.

The event is reminiscent of an Air Canada flight that nearly landed on a taxiway in San Francisco in 2017.

In that incident, ATC told the pilots to abort their landing, and the plane pulled up just in time — coming within feet of the fully loaded passenger airliners lined up on the taxiway.

Another close call in a string of recent incidents and crashes

While the Southwest event doesn't appear as dire as the one in 2017, it comes after a string of recent near-misses and air crashes that have stoked travelers' fears and heightened awareness of air safety.

In late February, a Southwest plane nearly collided with a private jet at Chicago Midway Airport. The Southwest pilots avoided the crash by conducting a go-around before landing.

In mid-February, a Delta Air Lines plane crash-landed in Toronto and flipped upside down. That followed the American Airlines midair collision over Washington, DC, in January.

A preliminary report from the Transportation Safety Board of Canada published on Thursday says the Delta plane was descending quickly and that its landing flare was lower than required by the aircraft's manual.

The NTSB said factors in the DC crash included the design of helicopter flight paths around Ronald Reagan Washington National Airport, air traffic control communication, and the helicopter flying too high at the time of impact.

Both incidents are still under investigation.

This story is developing. Check back for updates.

• Southwest could be pushing for more credit card sign-ups by offering cardholders a free checked bag.
• Experts say Southwest could draw more loyalty revenue but also lose some customers to competitors.
• Airlines cash in billions of dollars through their lucrative credit card partnerships.

Southwest Airlines did a complete 180 when it announced the end of its popular "two bags fly free" policy this month — officially undoing much of what made it unique among airlines.

Bags will now cost extra on most tickets, but two key groups will keep the perk: those with high status and people who hold the airline's Rapid Rewards credit cards.

Southwest likely hopes the lure of this freebie— despite the $69 to $149 annual fee for its personal credit cards — will garner more signups and, in turn, a boost in loyalty-related revenue.

In 2024, the program brought in some $2.2 billion, according to regulatory filings, making up about 8% of Southwest's total operating revenue.

It currently has $4.8 billion worth of points on its balance sheet, including those sold for its credit cards, that customers have not yet redeemed.

For years, loyalty programs have grown into a lucrative source of revenue for airlines. Carriers sell miles in bulk to credit card companies, which in turn offer them to customers when they make purchases. Airlines get a portion of the annual fees and a bonus when new users sign up for the co-branded card.

In many cases, they offer free or heavily discounted flights, airport lounge access, priority boarding, access to seat upgrades, and other perks.

With no lounges to dangle as carrots for sign-ups and only nascent plans for extra-legroom front-of-the-plane seats launching in 2026, a free bag is one of the few perks Southwest can offer to potential cardholders (in addition to coveted early-boarding spots and free assigned seats).

And as rising costs eat into airline profits as travel demand appears to be weakening, Southwest is likely chasing a bigger cut of the moneymaking credit card business and a chance to take more "wallet share," as some analysts call it.

Southwest declined to comment when asked about any future plans for its credit cards and potential benefits. But its social media team appeared to be ready to use the new policy to promote credit cards.

In a now-deleted comment on Instagram, Southwest responded to someone who suggested the first checked bag should be free. "Great idea! We'll do that… for our credit card holders," they said, according to screenshots posted online.

Southwest declined to comment about the comment's deletion.

Industry experts say people could flock to Southwest or jump ship

Bloomberg Intelligence analyst George Ferguson told BI that a free bag as a credit card perk could push people into the program and boost loyalty revenue.

"Southwest is becoming more like a full-service carrier," he said. "Part of the grow-up phase is to get a real loyalty program that's going to support the bottom line."

He added that the backlash about bags is likely to be short-lived since Southwest is just aligning itself with the norm of the US airline industry.

"You can complain all day long, but at the end of the day, it's not going to change the environment," he said. Southwest's stock has rallied since the announcement.

Henry Harteveldt, an aviation analyst at Atmosphere Research Group, told BI that Southwest is likely to extend its credit card benefits beyond free flight perks to further attract interest.

But he warned Southwest may struggle to compete against American, Delta, and United, which have more robust networks, premium cabins, and airport lounges.

"A traveler who may have been loyal to Southwest up until now may be more open to flying other airlines — and could sign up for those carriers' credit cards, if they feel they offer compelling value," he said.

Why credit cards are so lucrative to airlines

Airline credit cards can be as lucrative as a carrier's basic business of flying people from A to B.

Delta brought in $7.4 billion, or about 12% of its total operating revenue, through its partnership with American Express in 2024, according to filings. At American, the share was about 11%, and at United about 5%.

The airline loyalty system may seem counterintuitive. "Free" flight redemptions (which can be bought with points) suggest an airline lost potential revenue from that seat.

However, the miles were created out of essentially nothing — meaning the airline doesn't have to put up any actual assets — and the airline received real money from the bank.

Chasing status and points via a membership program or credit card creates loyalty to a brand, so people are more likely to book on a specific airline — further bringing in revenue.

"Having an airline credit card tends to make you a stickier customer," Raymond James analyst Savanthi Syth told BI.

Airlines also rely on customers forgetting about points earned through flying, meaning any potentially redeemed seat is put back into inventory once any accrued points vanish.

Airlines can control the value of their loyalty

Because points are essentially a controllable currency, airlines can change their loyalty systems to maximize their potential earnings.

Delta, for example, adjusted its SkyMiles program in 2023 to be based on dollars spent rather than miles flown. This made earning status more expensive.

Southwest's restructured program may similarly impact customers. Instead of saving their points for flights, loyalty members may find themselves spending them on seat upgrades, or checked bags that that were previously free.

Still, Southwest has one trick up its sleeve: its popular companion pass.

This allows customers to bring a buddy on every flight they take for free, paying only taxes and fees. It's one of the only airlines to offer such a wide-ranging companion pass.

Southwest's credit card promo through March 28 is offering the pass as part of a sign-on bonus — making the perk temporarily more attainable. The pass usually requires customers to earn 135,000 points or take 100 one-way flights in a single year.

Credit card spending and bonuses can help customers more quickly earn the popular companion pass — which offers among the best value in the industry — and potentially give Southwest a competitive edge over other carriers.

Only time will tell how the bet pays off.

• Frontier will offer free checked bags this summer to capitalize on Southwest's policy change.
• Southwest is ending its famous "two bags fly free" policy on May 28.
• Frontier is not the first airline to take a jab at Southwest amid the backlash.

One airline's loss is another one's gain.

Budget competitor Frontier Airlines announced on Tuesday that all nonstop flights departing between March 18 and August 18 will receive a free carry-on bag, seat selection, and flight changes.

Those between May 28 and August 18 will receive a free checked bag. Bookings must be complete by March 24.

Frontier's starting date for the free checked luggage is no coincidence — it's the exact same day Southwest Airlines will end its popular "two bags fly free" policy.

Southwest's 180-degree switch has left some customers reeling. The airline says the change is good for business as it tries to cut costs and boost revenue. Shares have rallied since the announcement.

Some loyal flyers online have said the move feels like a money grab. The only Southwest customers who will get a free checked bag are those with elite status or the company's co-branded credit card.

Clearly capitalizing on that discourse, Frontier suggested that Southwest customers should "file for divorce" and that Frontier would be the welcoming "rebound."

Frontier, which is going through its own overhaul to offer more premium perks, said it may even make the free bags permanent if enough people take advantage of the temporary deal.

"We've always had heart," Frontier CEO Barry Biffle said in a press release, alluding to Southwest's famous heart logo. "Some airlines are walking away from what travelers love, but we're running towards it."

Southwest did not immediately respond to a request for comment from Business Insider.

Southwest has more than just a Frontier problem

Fortunately for Southwest, Frontier's less comfortable seats and fee-heavy business model may cause some loyalists to hesitate to book the rival competitor.

Still, the "LUV" airline has another problem: keeping the mainline carriers from siphoning off customers.

Airline CEOs said at a JPMorgan conference on March 11 that Southwest's more price-sensitive customers may jump ship to other carriers.

"It will be a really big deal for Southwest," United CEO Scott Kirby said. "It would be good for everyone else."

Delta CEO Ed Bastian had a similar sentiment, saying Southwest's customers are now "up for grabs."

Aviation expert Harteveldt told Business Insider that Southwest simply isn't as appealing as rivals American Airlines, Delta, or United.

He said Southwest doesn't have as robust a domestic route network or offer premium cabins, airport lounges, or long-haul international flights.

"A traveler who may have been loyal to Southwest up until now may be more open to flying other airlines," he said.

• Increasing narrowbody flights between North America and Europe are changing how people fly.
• Newer single-aisle planes are versatile with cheaper operating costs than widebodies.
• American and United will fly new routes with future A321XLRs and introduce new business classes.

Your next ride across the Atlantic may be smaller than you expected.

Several airlines are flying more narrow-body planes between North America and Europe this year — a shift from larger widebodies that have historically dominated transoceanic routes.

Data from the aviation analytics company Cirium shows that about 56,500 transatlantic narrowbody flights are scheduled in 2025, a 50% increase from 2019.

Although some people may see the strategy as counterintuitive — as fewer seats mean less revenue potential — narrowbodies are cheaper to operate than a widebody and are easier to fill on lower-demand but still profitable routes.

European planemaker Airbus is trailblazing this transatlantic trend. In 2018, it launched the extended-range Airbus A321neoLR to make long-haul flights more efficient than its previous generation options.

Airbus took its strategy one step further when its "extra long range" A321XLR launched in November. The Boeing 737 Max has less range than its Airbus rivals but is still used by a handful of carriers across the Atlantic.

The growing trend is changing how people fly to Europe. Smaller jets can be cozier and boast competitive fares due to their cheaper costs, and their fewer passengers mean faster boarding and deplaning times.

Transatlantic narrowbody flying is becoming mainstream.

Passengers can fly the A320/A321neo family between North America and Europe on JetBlue Airways, Canada's Air Transat, French airline La Compagnie, Ireland's Aer Lingus, Iceland's Play, Spain's Iberia, Azores Airlines, Scandinavian Airlines, and TAP Air Portugal.

Air Canada, United Airlines, and WestJet use the Boeing 737 Max 8 on transatlantic journeys. Air Greenland will lease previous-generation 737s this summer to capitalize on demand to mainland Europe.

United and Delta Air Lines fly the Boeing 757 across the pond, though Delta only has two routes to Iceland from Detroit and Minneapolis. Icelandair flies the A321neo, the 737 Max, and the 757 from Reykjavik.

There are pros and cons of the smaller cabins.

Many travelers may enjoy the smaller cabin and, subsequently, fewer passengers when flying across the Atlantic. This allows for quicker on-and-off on either side of the pond, and the meal service is faster.

However, some people may not like the fewer lavatories. Iberia's A321XLR, for example, has three bathrooms shared among 168 economy passengers, and there is little room in the aft cabin to queue.

Bigger cabins also offer more space for travelers to stretch their legs or alleviate claustrophobia. Others may simply prefer the grandiose jets historically tied to long-haul flights, like the famous Boeing 747.

Travelers still have access to lie-flat business-class seats.

Many carriers, such as JetBlue, United, Aer Lingus, Iberia, La Compagnie, SAS, and TAP, have installed high-priced lie-flat seats to generate more revenue on lower-capacity planes.

JetBlue's A321LR, for example, has 24 door-equipped Mint seats, which take up nearly a third of the cabin. Iberia has a less premium-heavy A321XLR but still offers 14 semi-private lie-flat seats.

United outfitted its long-haul Boeing 757s with a version of its Polaris business class. United and American plan to install new lie-flat premium cabins on their future A321XLRs.

Some airlines have premium recliners instead.

Icelandair, which recently received its first A321LR to replace its fleet of Boeing 757s, has installed premium economy loungers instead of lie-flat business on its narrowbodies.

Air Canada, Azores, WestJet, Air Transat, and Delta similarly offer reclining premium economy or business seats. United's 737 Max has first-class loungers.

Air Greenland, Play, and La Compagnie are unique outliers.

Air Greenland's leased 737s will only have regular economy seats. The planes won't have premium or business cabins.

Budget carrier Play flies no-frills Airbus narrowbody planes between the US and mainland Europe via Iceland. Extras like bags are a fee. The strategy boasts less comfort in exchange for cheaper fares.

On the other end of the spectrum, La Compagnie equips its A321LRs exclusively with lie-flat business class. The seats are basic compared to JetBlue or Iberia, but the fares start at a $2,500 roundtrip.

Airlines can fly more niche nonstop flights.

The 5,400-mile-ranged A321XLR — which can fly about 800 miles further than the A321LR — unlocks markets that its narrowbody predecessors couldn't physically reach or would be unprofitable with a widebody.

United plans to fly the A321XLR to new destinations like North Africa, and North Italy come 2026, while Aer Lingus plans to launch two new nonstops between Dublin and Nashville, and Indianapolis this spring.

The Boeing 737 Max is already used on a handful of unique nonstop flights. For example, United flies the plane seasonally to Ponta Delgada in the Portuguese Azores and is launching it on new routes to Nuuk, Greenland, and Madeira, Portugal, this summer.

The nonstops save time while still offering competitive fares.

Google Flights shows a nonstop roundtrip ticket on United between Newark and Madeira in July costs about $1,200.

The same one-stop flight on TAP via Lisbon — which would take double the time — is about $1,100. The prices vary through the summer but the few hundred price difference is the common theme.

Iberia's A321XLR nonstop flight between Washington, DC, and Madrid is regularly the same price or cheaper than United's widebody option. Aer Lingus' future nonstop between Dublin and Nashville is typically at least $1,000 roundtrip this summer.

One-stop flights on competitors are priced higher or lower depending on the day — meaning some travelers could snag a good Aer Lingus deal if their travel plans are flexible.

• An American Airlines jet caught fire in Denver, and people evacuated with their carry-ons.
• Passengers ignoring safety rules by taking bags can slow evacuations and risk lives.
• People on a Russian plane in 2019 died because some survivors didn't abandon their carry-ons.

Photos of a burning American Airlines jet on Thursday show dozens of evacuating passengers standing on the wing with their bags in tow — breaking one of the most important safety rules.

Flight attendants explain during pre-flight briefings that carry-ons must be left behind during emergencies to ensure a quick evacuation and increase survivability.

Federal regulations require airline cabin crew to be able to deplane everyone within 90 seconds, under the assumption everyone follows crew instructions.

Aviation expert Geoffrey Thomas previously told Business Insider that bag-related bottlenecks could slow the evacuation and waste vital time.

"You've got to get all the passengers out in 90 seconds," he said. "Now, we're seeing evacuations taking six and seven minutes because passengers insist on taking their bags."

Thursday's incident occurred after the crew reported "engine vibrations" en route from Colorado Springs to Dallas/Fort Worth and diverted to Denver. The engine caught fire after landing, prompting the evacuation.

12 people of the 172 on board were transported to the hospital with minor injuries, Denver International Airport said on X.

Evacuating with carry-ons could be life-or-death

A slowed aircraft evacuation could lead to more injuries or even fatalities, and there's a precedent for this life-or-death concern.

In 2019, a Russian airliner crash-landed and caught fire in Moscow, killing 41 of the 78 passengers and crew.

Many of the survivors were seen fleeing the plane with their carry-ons, which aviation experts say likely stalled the evacuation and led to a higher death toll.

The opposite happened in January 2024, when a Japan Airlines jetliner collided with a smaller plane on the Tokyo runway.

All 379 people on that aircraft — which was carrying five times the number of people as the Russian plane — survived. Aviation experts say part of the reason was because passengers abandoned their bags.

The Delta Air Lines crash-landing in Toronto in February also saw some passengers evacuating with carry-ons and flight attendants telling them to leave their stuff behind.

A week later, another Delta plane filled with smoke. Again, evacuated passengers were seen with their bags. Everyone lived in both cases.

Still, history shows not everyone is as lucky.

Air travel remains relatively very safe, and fatal crashes are still extremely rare, despite the uptick in crashes and near-misses in recent months.

When incidents do happen, and a speedy evacuation is necessary, it's imperative you listen to the flight attendants and leave your personal items behind.

Stuff can be replaced — lives can't.

• President Donald Trump swapped his private jet for VIP government aircraft, including Air Force One.
• Government and military officials have access to private jets, helicopters, and a "flying war room."
• Trump hopes to receive a new fleet of Air Force One 747s before the end of his term in 2029.

President Donald Trump has once again ditched his prized personal private jet for an arsenal of VIP government aircraft.

The most famous is Air Force One, a pair of highly modified Boeing 747 double-deckers that have flown every president since George H. W. Bush beginning in 1990.

But there are many lesser-known government VIP aircraft, including a flying command center, smaller Boeing narrowbodies, private jets, and helicopters responsible for shuttling the president and vice president, military and congressional leaders, cabinet members, and more. Members of the press are also regularly invited on board.

Branches of the US military maintain and operate the fleet of aircraft, and military pilots are employed for the highly specialized missions. The aviators need thousands of hours of flying and combat experience.

The fleet is poised to change as the Trump Administration hopes to acquire new 747 planes to replace the aging Air Force One collection, though that may not happen until after his second term.

Air Force One Boeing 747s generally carry the president.

Air Force One has flown US presidents for decades — though the codename generally refers to any aircraft carrying the president. According to the White House, it is equipped with armored plating, missile defenses, midair refueling systems, and 4,000 square feet of floor space across three different levels.

This includes bedrooms, conference rooms, a flying Oval Office, a medical center complete with a doctor, and kitchens.

There are rooms onboard for administration members, such as advisors and the Secret Service, as well as the press and other invited guests.

Trump is not happy his new 747s are late

During his first administration, Trump struck a $3.9 billion deal with Boeing to receive two new 747s to replace the now 35-year-old fleet. The agreement saw Boeing take on any additional costs, which now total over $2 billion.

Boeing did not meet the initially expected delivery date of 2024 amid its recent quality and manufacturing problems. The Wall Street Journal reported in December the 747 deliveries may not happen until 2029 or later — and Trump isn't happy about it.

Trump has tasked senior advisor Elon Musk with fast-tracking the Boeing deliveries in hopes he can enjoy them before leaving office.

Air Force Two Boeing 757s carry the vice president.

A fleet of C-32 aircraft, which are modified Boeing 757 passenger jetliners, carry people like the vice president, the first lady, and members of the Cabinet and Congress.

These are dubbed "Air Force Two" when the vice president is onboard.

According to the US Air Force, the plane is divided into four sections. Three contain business or first-class seats, conference rooms, galleys, lavatories, and a communication center.

A separate section is a stateroom for the main guest and includes a private lavatory, a bed, and a changing room, among other personal necessities.

Some top officials fly around in VIP Boeing 737s.

Combatant commanders, cabinet members, and Congresspeople can fly in the US fleet of customized Boeing 737-700 business planes. The USAF's models — the C-40B and C-40C — have advanced performance capabilities, traffic avoidance systems, and weather radar.

According to the USAF, the C-40B is built as an "office in the sky" for top military and government officials and has special communications systems that support WiFi, video, audio, and other transmission equipment.

The C-40C lacks the specialized comms but can be configured with a larger passenger cabin with seats for 42 to 111 people. The Navy has a C-40A "Clipper" 737, but it rarely carries high-ranking government officials.

The presidential helicopter fleet is dubbed Marine One.

The US Marine Corps HMX-1"Nighthawks" manages a fleet of helicopters that are dubbed "Marine One" when the president is on board.

The helicopters adorn a recognizable green-and-white livery and have anti-missile systems and soundproof interiors.

Two models perform presidential missions: the 14-passenger Sikorsky VH-3D Sea King and the 11-passenger VH-60N Blackhawk. The Blackhawks can be folded into military cargo aircraft and transported with the president to support them at their destination.

Several branches of the military carry VIPs in Gulfstream private jets.

Branches of the military operate customized US-made Gulfstream C-37 twin-engine aircraft to transport high-ranking government and Department of Defense officials.

The USAF's C-37B variant can carry the vice president and cabinet members. When carrying the vice president, the Gulfstream would become Air Force Two.

These Gulfstreams have luxe furnishings and advanced safety and security technologies, such as enhanced autopilot and modern vision systems for poor-visibility weather conditions.

The E-4B 'Nightwatch' Boeing 747 is on standby for nuclear war.

The E-4B "Nightwatch" is primarily an airborne operations center that can carry the president, the secretary of defense, the joint chiefs of staff, and other needed personnel in case of a national emergency, such as a nuclear war.

Dubbed the "flying war room" or the "doomsday plane," the fleet is stationed in Omaha, Nebraska and one is available 27/4. The E-4B has a conference, communications, and briefing room, other work areas, and accommodations.

Like Air Force One, the E-4B can refuel midair to allow it to fly nonstop for days. The distinctive hump on the top holds specialized communications and satellite equipment.

In addition to wartime, the E-4B is used by SecDef for international travel and to support the Federal Emergency Management Agency during natural disasters.

The government has other aircraft for troops, top military officials, and cargo.

The military has a fleet of other large transport aircraft available for troops, VIP military officials, and cargo to support the president and other government staff, disaster relief, and humanitarian aid.

These include the C-130 Hercules, the nose-loading C-5 Galaxy, and the C-17 Globemaster. Multiple branches also operate smaller private jets, like the C-20G Gulfstream and the C-21 Learjet.

The customized Gulfstream and Learjet largely carry military officials and other dignitaries, though the latter also ferries medical patients for the USAF. Meanwhile, the C-17 can transport Marine One.

• Airlines CEOs are adjusting their forecasts amid economic uncertainty and softened consumer demand.
• Natural disasters and air crashes in January and February haven't helped.
• Shares of American, Delta, Southwest, and United are all trading down this year.

At the start of the year, airline CEOs raved about what they thought would be a strong year of profits, thanks to booming travel demand and the popularity of premium seats to Europe.

But an unrelenting series of natural disasters, tragic crashes, and economic uncertainties have dampened their mood and sent stock prices careening.

Delta CEO Ed Bastian referred to the recent events as a "parade of horribles" at an investor conference hosted by JPMorgan on Tuesday. He said the airline will reduce its first-quarter revenue outlook by $500 million, or by about 4%.

American Airlines and Southwest Airlines have similarly slashed their earnings forecast for the first quarter, citing declining demand, safety concerns, and declining government travel.

"If [the wildfires and snow storms] were the only two issues, we probably wouldn't be talking about major guidance adjustments," American CEO Robert Isom said at the JPMorgan conference.

United didn't adjust its guidance, but CEO Scott Kirby said the airline expects to land at the lower end of its forecast. The airline already said it could lose millions due to declining government travel following the recent mass federal firings.

Delta shares are down about 23% year-to-date, while United is experiencing a nearly 24% slump. Year-to-date performances of Southwest and American are down about 10% and 35%, respectively.

Airlines took a hit from unusually powerful natural disasters

2025 kicked off with a series of deadly wildfires in Los Angeles. These unusual January fires took place outside the area's normal April to October fire season and temporarily paralyzed commercial air travel in Southern California.

That was followed by two major snow and ice storms that swept across the Southeast US — including Florida — in successive weeks, disrupting thousands of flights.

According to Bastian, January's bad weather and natural disasters did about "$100 million of damage" to Delta's finances. Jordan said Southwest was similarly impacted by the LA fires.

Isom said at the conference that the Sun Belt weather had an "inordinate impact on American," noting the operational disruptions caused by the January storm to the carrier's mega hubs in Dallas/Fort Worth and Charlotte.

Two crashes made fliers nervous and dampened flight bookings

After weather disruptions, the deadly midair collision between an American flight and a military Blackhawk helicopter in January set the downturn in motion.

"January actually looked pretty good," Bastian said at the conference. "The revenue environment was pretty strong. The booking trends were healthy. Then we had the tragic American Airlines incident."

Delta saw growth in corporate travel and bookings "immediately stall" following the crash, it said.

Southwest COO Andrew Watterson said the airline also experienced "suppressed bookings" in the days following the crash.

Before anything could recover, a Delta flight crash-landed in Toronto in February.

Even though the crash did not result in any fatalities, the compounding effect of the two back-to-back incidents — as well as a near-miss in Chicago and several other accidents involving smaller airplanes — negatively affected consumer confidence in air travel.

Despite softened bookings in the first quarter, Isom said he does not believe the DC crash will have a long-term impact on the US airline industry or American.

Recession fears have dampened demand

Waves of mass layoffs, a tumbling stock market, and a trade war have led some corporate and price-sensitive economy fliers to hold off on travel.

"We talked to all of our corporate customers, and everyone is ready to go," Bastian said. "But in the face of the amount of macro uncertainty, they're pulling back a little bit on travel, not in an organized manner, just kind of waiting to see what's going to transpire."

Delta and United said they plan to cut capacity through the summer to align with demand. United said it's retiring 21 aircraft ahead of schedule, saving the airline $100 million this year on engine overhauls.

Soft consumer demand has been exacerbated by waning travel bookings from the US government thanks to the mass layoffs and dramatic cost cutting measures implemented by the Trump Administration and the so-called Department of Government Efficiency, or DOGE.

"Government is 2% of our business," United CEO Scott Kirby said. "Government adjacent, all the consultants and contractors are probably another 2% to 3%; that's running down 50% right now."

Isom said American's historically profitable presence at Ronald Reagan Washington National Airport in DC has taken a particular hit, but added the airline's government-contracted business accounts for only 1.5% of its total revenue.

Airlines are still optimistic about the year

The first quarter of the year is generally the weakest financial period for airlines. So, it's common to see airlines report losses or lower-than-expected profits in Q1, even during banner years.

United, Delta, Southwest, and American all say they remain hopeful of a turnaround, especially going into the higher-demand spring and summer months.

"Good news is that international, long haul, Hawaii, premium all remain really strong," Kirby said at the conference.

Isom said American is "nimble" in its ability to adjust to economic and demand changes and will benefit from its renewed ticket distribution strategy that it expects will earn back high-paying corporate customers.

Jordan said Southwest is optimistic about its future profitability amid an operational shake-up that will now charge for things like bags and assigned seats.

Bastian said continued premium demand, lower fuel prices, profits from its credit card, and an expectation that much of the quarter-one hiccups are temporary have sewn optimism for the full year.

"Even though we just went through a little bit of a parade of horribles, we will still be just as profitable as we were in the prior year," Bastian said of Delta's first-quarter results. "We anticipate margins continuing to expand, even with the slower start to the year."

• The Department of Transportation announced a slew of upgrades to modernize the US' aerospace system.
• The American Airlines crash in DC highlighted potential lapses in air traffic control.
• The FAA plans to use AI, modernize technology, and speed up safety upgrades.

The Federal Aviation Administration said it's rolled out a handful of upgrades to improve the United States' air-traffic control system and make flying safer after a string of incidents heightened flyer anxiety.

Transportation Secretary Sean Duffy said in a Tuesday press conference that antiquated air traffic control systems are one of the biggest problems hampering aviation safety — something pilots, airline CEOs, and aviation experts have also long warned about.

Duffy listed several ways the FAA plans to address the gaps, including using artificial intelligence to comb through safety reports and replacing old floppy disks and dated headphone jacks with modern technology.

"It's old, but it's safe," he said. "Looking forward, we don't want to lose lives because we have a break in the system, so it has to be upgraded, and it's going to take money."

He added that the ATC overhaul plan will be rolled out in the next two weeks. His goal is to have a "brand new" air traffic system in three and a half to four years, but it will be built at a pace that balances speed with safety.

Some of the upgrades he mentioned include:

• Using AI to analyze data and reports to catch safety trends faster.
• Accelerating the implementation of safety programs already started, like those in the FAA's NextGen airspace modernization plan.
• Deploying new runway safety technology that doesn't require tower controllers to "use binoculars to see where aircraft are."
• Creating new "state-of-the-art" facilities with advanced screens and equipment for controllers.
• Replacing copper wires with fiber, introduce more wireless and satellite technology, and improve radar.
• Hiring more companies to build new and better infrastructure.
• Speeding up air traffic controller hiring and paying trainees more.
• Getting funding from Congress up front to begin work on the administration's plan within the next two weeks.
• Permanently implementing NTSB's recommendations after the DC crash.
• Working with pilots, airline CEOs, and other experts to identify ways to further improve.

ATC changes come after deadly DC crash

The American Airlines crash near Ronald Reagan Washington National Airport in Washington, DC, in January highlighted potential lapses in ATC — especially as the industry grapples with a controller shortage.

That crash — as well as the Delta Air Lines crash-landing in Toronto in February and others involving smaller airplanes — have made people nervous about flying.

The Trump Administration has vowed to make travel safer — though firings at the FAA have made some experts concerned about the end goal.

Still, Duffy has emphasized the administration's steadfastness in addressing the problems.

He said the FAA is accepting and implementing two "urgent" recommendations from the National Transportation Safety Board issued on Tuesday following the DC crash.

This includes closing Route 4, the helicopter path involved in the crash, when certain runways are in use at Reagan, and finding an alternate helicopter path when Route 4 is closed.

Duffy said he has spoken with Defense Secretary Pete Hegseth about giving the military a route around the original path, in line with the recommendation.

He added that the airspace will be closed to airplanes so special helicopter missions, like presidential transport, can use Route 4 safely.

Duffy said it's essential that the industry learn from its mistakes and be proactive in safety to prevent another crash from happening again.

"I think we can honor those who lost their lives by paying this forward," he said. "We do it by fixing the system and making it better and making it work."

• Southwest Airlines has axed virtually everything that once set it apart from competitors.
• The airline announced an end to its famous free checked bags policy on Tuesday.
• The change comes amid other measures to cut costs and increase revenue, like assigning seats.

The final shoe just dropped at Southwest Airlines.

Following intense pressure from an activist investor to shore up revenues and cut costs, Southwest announced on Tuesday that it would end its popular "two bags fly free" policy.

It's a 180-degree shift for Southwest, which found success in a unique business model for nearly 60 years with longtime hallmarks like free open seating, free bags, and a unique corporate culture.

Southwest has since abandoned virtually all of those famous policies and now largely resembles any other airline thanks to assigned seating, basic economy fares, premium seats available for purchase, and bag add-ons.

The changes will likely help boost revenues and, executives say, help Southwest regain its footing as it competes with more airlines than ever in a notoriously competitive industry. It also laid off 15%, or about 1,750, of its corporate staff in February, breaking a decadeslong streak without mass layoffs.

Taken together, all of the changes could spell trouble for Southwest as it aims to keep frequent flyers loyal to the "LUV" brand.

Executives once said the new bag policy was not an option

In July 2024, CEO Bob Jordan said that checked bags were the "No. 1 issue in terms of why customers choose Southwest." The company doubled down on its stance during a September Investor Day.

Former chief transformation officer Ryan Green, who will depart from the company in April, said at the time that Southwest would lose more money from lower demand than it would gain in checked bag revenue.

That's not how things played out.

"In contrast to our previous analysis, actual customer booking behavior through our new booking channels … did not show that we are getting the same benefit from our bundled offering with free bags," Jordan told investors on Tuesday at a conference hosted by JPMorgan.

Starting May 28, only customers with Southwest's credit card or those who hold "A-List" loyalty status will get one free bag.

Top-tier "A-List Preferred" members and customers who book the high-priced Business Select fare will get two free checked bags. It's unclear what the bag fees will look like for everyone else.

A checked bag on American Airlines, Delta Air Lines, and United Air Lines regular domestic tickets starts at $35. Prices vary depending on the bag size and weight.

"We've also benefited from the additional experience of leaders that have direct experience implementing bag fees at multiple airlines, and that's also helped further validate the new assumptions," Jordan said.

Virtually everything is changing at Southwest

The airline also announced basic economy fares that will be offered starting in May. These tickets typically come with strict restrictions on changes or refunds, for example, in exchange for a cheaper price.

According to Southwest, these fares will not be refundable, allow free changes, or offer same-day standby, but they will allow free cancellations.

Southwest is likely trying to better compete with low-cost rivals like Frontier Airlines and Spirit Airlines — both of which are also overhauling their cabins to stoke more demand.

If the price is right, Southwest's new coach fare could also poach customers from American, Delta, and United, which all offer their own versions of basic economy.

Flight credits for most fares will now expire in one year, Southwest said, while basic economy flight credits will expire after six months. These previously never expired.

Other previously announced changes have already taken effect or will also take effect soon:

• Southwest flights are now available to search on sites like Google Flights, Kayak, and Expedia.
• Red-eye flights launched in February, allowing Southwest to better utilize its fleet of planes.
• A partnership with Icelandair now allows Southwest passengers to connect to Europe on a single ticket for the first time.
• Premium seats, including those at the front of the plane and with extra legroom, will launch in 2026. This could help Southwest attract more business and high-paying leisure travelers.
• Assigned seats will launch in 2026. The airline said that 80% of customers surveyed said they preferred assigned seating.

The company's unique boarding system, where most passengers board based on check-in time, remains unchanged — for now. Customers can still pay to upgrade their boarding position.

Southwest also remains one of a shrinking number of airlines to offer a companion pass with some of the most valuable benefits.

• A retired Boeing 747 is being turned into a unique dining venue.
• The plane is among a handful of double-deckers that have been repurposed into tourist attractions.
• People can sleep in a 747 engine in Sweden, or rent out an entire 747 for a wedding in England.

You don't need to book a plane ticket to experience one of the most iconic — and quickly disappearing —passenger planes.

In February, Las Vegas entertainment venue AREA15 took delivery of a retired 45-year-old Boeing 747 and plans to convert it into an immersive cocktail and dining experience.

Imagine neon lights, a restaurant, and a dance floor where the passenger cabin once was. Plus, access to the old cockpit and the upper deck via a grand staircase.

"It's going to be like 20 feet up in the air and coming out of the building," AREA15 CEO Winston Fisher told Business Insider. "It's been a significant investment for us, millions and millions of dollars."

The double-decker was once a centerpiece of Burning Man, but it got stuck in the Black Rock playa in 2018 and was decommissioned. It was eventually put into storage until AREA15 bought it in 2022.

Fisher did not disclose an exact opening date or admission price for the 747 but said it would be a place to dine, drink, and party and would be "accessible to the public."

Repurposed 747s can be found around the world

While any large aircraft art piece may catch someone's attention, the 747 is particularly famous.

The quad-engine jet, nicknamed the "Queen of the Skies," was the world's first widebody plane and was launched in the 1960s to support the booming demand for air travel.

Aviation enthusiasts and historians have long hailed it as the catalyst for aircraft innovation and industry growth.

Dozens of carriers worldwide took advantage of the 747's mammoth capacity — which prompted cheaper plane tickets — and some used the upper deck to create luxurious lounges to attract high-paying customers.

However, the iconic 747 is disappearing from the skies as more efficient twin-engine airliners take over. Just four global passenger airlines still fly the plane commercially in 2025.

Most of the dwindling global fleet has gone to the boneyard, but a select few have found new life as tourist attractions in countries around the world.

A UK airport converted an old 747 into a party venue.

British Airways retired its fleet of Boeing 747s in 2020 following the pandemic, but one has been preserved as a flightless "party plane" at England's Cotswold Airport.

Airport CEO Suzannah Harvey bought one of the decades-old jumbos for just £1 ($1.30) and converted it into an event space for things like weddings or birthday parties. The venue opened in 2022.

The rental rate is £12,000 ($15,400) for 24 hours.

The regular hourly rate is £1,000 ($1,285). It's pricey, but the 747 offers myriad amenities.

Guests can enjoy some of the original cabin seats, peer into the cockpit and the upper deck, and enjoy a dance floor and bar.

The renovations cost Cotswold about £500,000 ($642,900).

You can stay in a 747-turned-hotel in Sweden.

One of the more convenient places to spend an overnight layover at Stockholm Arlanda Airport is the "Jumbo Stay" 747.

Located a short bus ride away from the terminal, the hybrid hostel-hotel boasts 33 bedrooms. The nose houses a lounge and kitchen, and a deck is over one of the wings.

The plane first flew for Singapore Airlines in 1976. It also flew for carriers like Pan Am, Cathay Pacific Airways, Garuda Indonesia, and Swedish carrier Transjet before settling at Arlanda in 2009.

Nightly rates range from 450 SEK ($44) to 1,895 SEK ($185).

The cheaper hostel-style dorms are gender specific and come with two or four bunks.

The most unique rooms are located in the wheel well and the four engines. One of the suites is inside the cockpit.

Most guests will share a bathroom, though the suites and select private rooms come with an ensuite toilet and shower.

A 747 was sunk off the coast of Bahrain as an artificial coral reef.

UAE-based Falcon Aircraft Recycling sunk the mammoth plane in 2019 to attract diving tourism in Bahrain, a Middle Eastern island nation in the Persian Gulf.

The company said on its website that it specially modified the wings for the project. Further, it was sunk to specific environmental standards, including removing materials that could be harmful.

The media outlet Arabian Business reported the jet was bought for $100,000 from the UAE, citing government officials.

The plane has attracted divers from more than 50 countries.

Hundreds of divers from around the world have visited the 747-turned-artificial coral reef, which is about 65 feet underwater.

Dive Bahrain managed the sunken 747 site after its opening, but trips closed during the pandemic. The company website appears down.

The Middle Eastern company Scuba Master, which offered a diving excursion to the 747, told BI the tours are still paused and didn't disclose a possible restart date.

If tours resume, the website says dives start at about $93 per person.

Delta Air Lines converted a retired 747 into a museum in Atlanta.

Northwest Airlines first flew the 747 in 1988, and it was transferred to Delta in 2008 after the two airlines merged.

Delta retired the plane in 2015 and converted it into the "747 Experience," which opened as an exhibition in 2017.

It's part of the larger Delta Flight Museum near Hartsfield-Jackson Atlanta International Airport and is included in the $15 adult ticket.

Tourists can see the 747's skeleton.

Delta outfitted the plane with educational material about the history of the 747 and its role in the airline's fleet.

Guests can sit in the old DeltaOne cabins in the nose, see the cockpit, and walk over the wing.

Delta also stripped many of the plane's panels to display some of its critical inner systems, such as air conditioning, pressurization, fuel tanks, flight control cables, and miles of wires.

• Senior airline pilots at Allegiant, Frontier, and Spirit earn up to $270,000 annually.
• But their pay tends to be lower than it would be at Delta, American, and United.
• Some pilot unions are angling for raises to align pay with their mainline counterparts.

Pilots at low-cost Allegiant Air, Frontier Airlines, and Spirit Airlines make less than those at mainline giants, but they can still earn a base pay of up to $270,000 annually.

Pay at the three airlines — the US' longest-standing and most well-known low-cost carriers — starts at about $58 for a first officer at Allegiant. That rises with experience to up to $312 per hour for Spirit's most senior captains.

Business Insider compiled this pay data using airline contracts, verified by the pilots' unions and companies.

US airline pilots commonly fly more than their monthly minimum and can earn additional per diem pay for time away from their base. They can also collect extra money from working specific flights or on holidays, for example.

Altogether, budget airline pilots can easily take home a six-figure salary by their second year on the job.

Their respective labor unions are also working to increase pilot pay at these smaller carriers to better align with compensation packages at mainline carriers American Airlines, Delta Air Lines, and United Airlines.

Base pilot salaries at Allegiant, Frontier, and Spirit

The annual base pay for budget airline pilots is based on their contractual monthly guarantees and seniority. They can vary from about $48,500 to $174,000 for first officers and from about $137,000 to $270,000 for captains.

The rates increase yearly at each airline, up to 12 years of service.

Allegiant Air

• First-year first officer: $57.67 hourly or about $48,500 annually
• 12-year captain: $232 hourly or about $195,000 annually

Frontier Airlines

• First-year first officer: $100 hourly or about $90,000 annually
• 12-year captain: $270.07 hourly or about $243,000 annually

Spirit Airlines

• First-year first officer: $97.15 hourly or about $84,000 annually
• 12-year captain: $312 hourly or about $270,000 annually

Minimum pay is based on the monthly guarantee for those who hold a "line," a pilot who knows their schedule ahead of time. Reserve pilots are those who are assigned as needed.

Allegiant's contract offers a minimum of 70 hours for line pilots and 72 hours for reserve pilots. Frontier's 75-hour minimum and Spirit's 72-hour minimum are the same, regardless of line or reserve.

Most pilots can earn extra money by operating more monthly hours than guaranteed, working holidays, and flying premium pay trips, among other opportunities, depending on the specifics for their airline.

For example, a 12-year Spirit captain who flew 80 hours in December, including on Christmas Day, would earn about $25,000 for the month before taxes and per diem. That includes a contractual $75 for working the holiday.

Spirit's contract guarantees about $2.30 per hour per diem on top of that. Allegiant and Frontier's contracts show hourly per diem is $2 and $2.20, respectively.

The same Spirit captain who maintained an 80-hour monthly schedule all year would earn about $300,000 annually before taxes and any contractual premium pay. At Allegiant and Frontier, that would amount to about $223,000 and $260,000, respectively.

Budget airlines pay less than the Big 3

Despite being among the highest-paid workforce in the US, the budget airline pilots are vying for pay increases.

Allegiant, Frontier, and Spirit's contracts are all up for renewal as of Feburary, meaning the carriers are still paying out previous years' rates as the labor unions actively negotiate pay bumps.

Frontier has been bargaining for more than a year, while Allegiant has been bargaining since 2021. Spirit's contract negotiations are stalled as it addresses Chapter 11 bankruptcy amid revenue and cost problems, with hundreds of its pilots on furlough.

The three budget carriers' current pay rates are well below those offered by Delta, American, and United, all of which saw massive pay bumps amid a pilot shortage during the post-pandemic travel rebound.

A spokesperson for Frontier's pilot union told BI its pilots fly the same Airbus A320 family narrowbody planes as many of the Big 3 pilots but make less.

For example, a 12-year A320 captain at United earns about $373 per hour — $61 more than Spirit, $103 more than Frontier, and $141 more than Allegiant.

United's rate is about the same as American and Delta. Adding in bonuses, holiday pay, per diem, and other extra pay opportunities, many senior mainline pilots can earn half a million annually.

Frontier told BI the company is engaged in contract bargaining.

"We look forward to working toward an agreement that is fair, sustainable, and supports our pilots while ensuring the continued success of our company," the airline said.

Spirit did not respond to a request for comment from BI.

Allegiant told BI it has proposed a "competitive" pay package in its negotiations with the pilot union.

This includes upping first-year first-officer pay to about $114 hourly, which is close to the about $120 an hour new A320 first officers make at the Big 3. Its 12-year captain pay would jump to about $340 hourly.

Allegiant also said it has been building a retention bonus fund to be paid out to pilots after a new contract is signed, which would mean thousands of dollars in extra pay. It said the bonus for senior captains would amount to over $100,000.

• Americans are on edge after recent air travel disasters, and some are ditching flying altogether.
• Social media and recent FAA firings have heightened public anxiety about flying.
• Despite recent crashes, data shows that flying is still a safe mode of transportation.

Collective anxiety about flying often spikes after high-profile accidents, but the combination of social media and the recent firings at the Federal Aviation Administration may be exacerbating fears.

Videos of passengers inverted in their seats and evacuating from a smoking Delta Air Lines plane after it caught fire emerged across social media platforms after the crash, garnering millions of views on X alone.

The crash followed a deadly American Airlines midair collision that killed 67 people in January. Other deadly crashes this year involving small planes, including one in Philadelphia and another in western Alaska, have added to the collection of safety events.

Two more aircraft near-misses in Chicago and Washington, DC, on Tuesday, have further sparked concerns about planes crashing near airports.

Despite the public concerns and federal shake-ups, flying is still the safest mode of transportation, aviation experts told Business Insider.

Cautious passengers should focus on what they can control, like listening to crew commands — especially leaving bags behind during an evacuation — and wearing their seatbelts.

Some people say they're more worried than ever about flying

Thomas Lecaque, an associate professor of history at Grand View University with plans to travel for research grants, told BI he will make the journey between Des Moines, Iowa, and Boston via car instead of taking a plane after recent air travel catastrophes.

"Flying has always been a really, really safe mode of transportation," he said. "But the last month just made it really hard for me to continue telling myself that over and over again."

Plenty of fliers get nervous about air travel — a rough landing or turbulent flight here or there will do that. But Lecaque is among the travelers who read news about recent air crashes and FAA firings — something spearheaded by the White House DOGE office — and decided to ditch air travel, at least for a while. Hundreds of FAA employees have been fired in the weeks since the crash in DC in the office's push to cut spending. More staff reductions are expected in the coming weeks.

One Bluesky user posted on the same day that she was "officially so scared of flying" that she was going to drive to Chicago for her imminent trip.

Jesse Lei, a San Francisco resident, told Business Insider that recent cuts to the FAA are the biggest flight concern to him.

"I'm going to avoid the domestic airspace at least for the time being, because no one knows how the FAA firings will affect our safety," Lei said. "The DCA crash was especially scary because, if anything, our capital and national airport should have been the safest place."

Many who choose to fly say they're on edge more than before.

Joey Siu, a frequent flyer who has been working in Washington, DC, said that people on her flight out of Ronald Reagan Washington National Airport in February clapped when the plane took off and that the captain reassured passengers of the flight's safety, both of which seem uncommon to her.

"When a crash happened right at DCA, which hits so close to home, and when so many friends who do essential work in the federal government were fired, all these issues added up made my experience flying out of DCA a very, very horrifying one," said Siu.

What the data says about aviation safety

Globally, there were over 300 airline fatalities in 2024 — the highest number in recent history due to major crashes in Kazakhstan and South Korea, according to data compiled by the Aviation Safety Network, a nonprofit research organization.

According to aviation data provider OAG, the fatalities were still a fraction of the 2.5 billion seats flown by the world's top 20 airlines in 2024. In the US, data from the aviation data company Cirium shows US airlines carried about 600 million people in 2024. There were zero fatalities.

The January American Airlines crash means the US fatality rate will increase from 2024. However, Cirium data shows about 50 million people fly every month in the US — putting the current fatality rate at a fraction of a percent.

An August 2024 study from the Massachusetts Institute of Technology found the chance of dying in a commercial air crash was one in about 13 million boardings globally between 2018 and 2022. That is down from the one in about 8 million between 2008 and 2017 and the one in 350,000 between 1968 and 1977.

A combination of robust aircraft design, strict federal training standards, and risk-averse airline safety policies contribute to a sound aviation system.

Social media isn't helping the worry

Aviation and misinformation experts said people understandably see the recent slew of accidents as a seemingly chaotic time in aviation safety, but said social media has perpetuated that narrative.

For the first two months of the year, when many of the incidents occurred, aviation incident discussions on social media were up 243% on X in the US and 71% on Reddit compared to early 2024, according to an analysis by Storyful. In the same timespan, expressions of flying anxity rose 72% on X and 22% on Reddit, the analysis found.

US-based aviation safety expert Anthony Brickhouse told BI that social media has "changed everything." He added that livestreaming or quickly spreading images of crashes can lead to misinformation, particularly when posts aren't fact-checked.

Rich Davis, a senior security advisor at risk mitigation firm International SOS who worked at United Airlines for more than 40 years, told BI that people can get glued to their televisions after a crash.

However, Davis said the accidents are "extremely rare" and have no apparent links. International SOS consults with organizations to analyze and reduce risk while traveling.

He added that it's too early to tell if any of DOGE's actions have affected safety.

"When something does go wrong, people's minds often jump to wanting to find an explanation for that," Roberta Duffield, director of intelligence at the disinformation-fighting startup Blackbird.AI, told BI. "That can be really dangerous because there's always a massive gap between what happened and the actual proper investigations."

• The FAA announced its first round of 2025 air traffic controller hiring on Thursday.
• The job is high-stress with challenges like fatigue, but the average annual salary is six figures.
• Controllers must undergo rigorous training and testing and retire at 56.

The Trump Administration has a plan to increase air traffic control staffing: faster hiring and more money.

Transportation Secretary Sean Duffy said Thursday that the Federal Aviation Administration has accelerated hiring to cut more than four months off the timeline.

Candidates who attend the FAA Academy in Oklahoma City will earn 30% more. The agency said the average controller salary is now $160,000.

The Federal Aviation Administration reopened its hiring window, with applications accepted until March 17.

Being an air traffic controller is an extremely high-stress job. The over 14,000 workers nationwide are responsible for moving tens of thousands of lives on board planes across the country every day.

Pressure on the FAA to hire controllers more quickly comes amid heightened attention on air safety following a string of crashes. A deadly American Airlines midair collision in January highlighted potential lapses in US air traffic systems.

The agency has been battling a controller shortage for years. CNN reported in May 2024 that the FAA was about 3,000 controllers short, though it met its 2024 hiring goal of 1,800 and plans to hire another 2,000 this year.

Business Insider spoke with FAA controller Cedrick Earley to discuss what it is like to work the job. Here are nine things you should know before applying to become an air traffic controller.

You don't need a college degree to work in ATC

ATC is a good option for people looking for a high-salary job that doesn't require a college degree.

According to Thursday's job posting, an eligible applicant must:

• Be a US citizen
• Speak clear and fluent English
• Be under the age of 31 before the application closing date (more on that later)
• Have one year of full-time work experience or higher education, or a combination of both
• Meet specific physical and mental fitness standards

Successful applicants who apply through the FAA must undergo months of extensive training and pass mandatory tests, such as an aptitude test, a skills assessment, and physical and psychological exams, before being officially hired.

The applicants will spend up to five months at the academy, where training and testing will occur. However, some applicants come from other careers, like the military.

Earley said he went through the Air Force to become a controller instead of going through the FAA.

"[Air Force] is a different track," he said. "The quality of training you receive from the Air Force is equivalent to what you would get if you went through the route with the FAA in Oklahoma."

You have to be younger than 31 when you apply

According to the FAA, all ATC applicants must be 30 or younger on the closing date of the application period to qualify for the position.

This is because the agency has determined through extensive research that the older someone is, the harder it is for them to complete the rigorous training.

However, according to the agency, those who already have air traffic control experience can be hired up to 35 years of age. 

You have to go through a lot of testing and training

Whether you become a controller through the FAA or the military, you will have to undergo monthslong training and pass aptitude, physical, physiological, and skill tests. These exams assess applicants' health, and their ability to train for and perform the job.

Initial tests are pass/fail, according to the agency, and failing certain exams will eliminate applicants from the hiring process.

The training is demanding, with about 50% of aspiring Air Force controllers failing out.

You won't necessarily work in a tower

Earley said traffic controllers are not just confined to the airport tower but can also work in the several hundred facilities around and between airports nationwide.

For example, one may work in the Terminal Radar Approach Control Facility, or TRACON, in Memphis and be responsible for controlling aircraft leaving the airport for their next destination and directing flights into the airport for a quick and safe landing. 

Employees can also work in one of the air route traffic control centers, or ARTCCs, throughout the US, which direct aircraft en route to their destinations.

The work can be high-stress and sometimes boring

Being an air traffic controller can be stressful due to the heavy workload and high-consequence environment. However, depending on how busy the skies are, the job can also be dull and boring.

Former air traffic controller Michele Robson wrote in 2020 that the job can be quiet at night, but controllers must always be alert and ready to work at any hour on shift.

While some controllers find the job extremely stressful, Earley said that isn't the case for him because he enjoys the "challenge of coming in every day to a new puzzle." However, he admitted that that work keeps him on his toes.

"Controllers are always learning on the job, like updating and refining the processes or learning new rules and procedures," he explained. "It is a job where you always have to change and adapt." 

Safety is the top priority

Air traffic controllers are responsible for about 50,000 daily flights in the US, so safety is the most important aspect of the job.

An increasing number of planes colliding or nearly colliding has further enhanced FAA training and system improvements across airports and ATC facilities.

According to Earley, there are several things controllers do to ensure nothing is missed.

"I work in front of a radar scope, and it can get busy at times, so I am not supposed to work in position more than two hours at a time, so we get a break to keep us refreshed," he said. "We also do not work more than 10 hours in one day, and there is a certain amount of hours we have to be off before we can work again."

The FAA implemented new rules in 2024 to minimize controller fatigue by raising the minimum rest time between shifts from at least nine hours to at least 10 hours. Controllers also get 12 hours off before and after midnight shifts.

Earley also explained that there are redundancies in the job to elevate safety and that other controllers and supervisors help check each other's work.

"Everyone is actually able to see what is going on with any particular person's work at the time, so it is one team, one fight," he said. "If we notice something is a little out of sorts, we can bring that to the controller's attention, and they can fix it before it becomes a bigger problem."

The salary is good, but the work schedule can be inconsistent

Earley explained the job's salary, which increases with seniority, plus the benefits provide a good work-life balance.

"It's a job that pays me well and allows me to support my family," he said. "I'm also able to take leisure time for myself, like spending time with my daughter."

However, he also said his schedule is not the regular 9-5.

"I do have some shifts I work from midnight to 8 a.m., as well as some scattered 12-8 shifts, so it rotates," he said. "I always know what my hours are each day, but it is not always at the same time. It is consistently inconsistent."

You know your schedule for the entire year

According to Earley, air traffic controllers know their work schedule a year in advance.

"When we set our schedules up, we bid what we want for the next year, and then we are awarded our full schedule for the year," he said. "It helps in terms of planning our leave."

He also explained that the schedule is only for one year, and controllers can change it the following year.

You can retire at 56

All air traffic controllers must retire at 56 due to the higher possibility of memory or hearing loss, inattentiveness, or reduced eyesight in older individuals.

However, Earley said the 56 age cut-off only applies to those actively working traffic, so controllers who are not yet ready to retire can take a desk or management job instead.

• A Southwest Airlines flight narrowly avoided a collision with a private jet in Chicago on Tuesday.
• The private jet entered the runway "without authorization," the FAA said.
• The incident adds to the string of recent safety concerns in aviation.

The Federal Aviation Administration is investigating a near-miss incident between a Southwest Airlines jet and a private jet at Chicago's Midway Airport on Tuesday.

The moment was captured on video, appearing to show the Southwest plane just feet from above the runway before aborting the landing as the smaller jet crosses ahead of it.

A Southwest spokesperson told Business Insider that the passenger airliner performed a "go-around" to avoid a collision, circling to attempt another landing.

"The crew followed safety procedures, and the flight landed without incident," the airline said. "Nothing is more important to Southwest than the Safety of our Customers and Employees."

Data from the flight-tracking website Flightradar24 shows the flight originated in Omaha, Nebraska, and safely landed in Chicago about 15 minutes after the go-around at 9:02 a.m. local time.

"Tower, Southwest 2504, how'd that happen?" the Southwest pilot asked air traffic controllers after the go-around, according to radio recordings reviewed by BI.

The FAA told BI that the private Bombardier plane "entered the runway without authorization" and is investigating the incident.

Another safety incident in the US

The near-miss is the latest in a string of recent safety-related events across North America. On Monday, a Delta plane had to return to Atlanta after takeoff due to a reported smoke in the cabin.

Before that, a Delta flight crash-landed in Toronto a week earlier and flipped upside down. In January, an American Airlines plane collided midair with an Army helicopter over Washington, DC, killing 67.

None of the accidents or incidents appear related at this time, though an uptick in near-misses is among the risks worrying aviation industry insiders — especially after the American midair collision.

Transportation Secretary Sean Duffy has vowed to improve the national ATC systems.