Several passenger airlines have established pathways with flight schools to facilitate the recruitment of new pilots, but New York-based Atlas Air is one of the only known cargo airlines to work directly with a flight school on a dedicated pilot training academy.

Spartan Education Group, which provides government-approved training programs and career pathways for pilots and aviation technicians at a handful of U.S. campuses, announced Monday that it has opened the Atlas Cadet Academy at its West Chicago, Illinois, flight school. The initiative offers participants a defined avenue to potential first officer positions with Atlas Air, which also operates Boeing 767 and 777 widebody aircraft.

In addition to the normal curriculum covering essential aeronautical knowledge and preparation for FAA certification and rating exams, the academy will provide customized instruction and firsthand exposure to the airline’s culture. The idea is to facilitate integration of new employees and give Atlas Air better control of the labor pipeline. 

Unlike a typical flight school where graduates can eventually be recruited by any airline, the academy clears a lane for students to work at Atlas Air.

“We work very closely with Atlas to design a program that creates the skills and competencies that they’re looking for,” said Dan Bregman, Spartan Education Group’s vice president of strategy and development, in a phone interview. “If I’m a university or flight school and I’ve got 20 airlines all recruiting, it’s really tough for me to tailor my program for any one of those airlines, We are recruiting students from day one who are interested in flying for Atlas, which is different from a lot of other partnerships. We don’t want another airline poaching you. We want to keep you focused on this path that you’ve chosen.”

Enhanced training might include flying a 250-mile route with three stops to replicate what a short-haul cargo pilot might experience. 

The Atlas Cadet Academy initiated its first class in June with 13 new students and one certified flight instructor. It will continue to grow each month as more people meet the entry requirements, including an FAA-approved medical exam, and complete the Academy orientation, said Bregman.

Cadets can earn their FAA certifications and ratings (instrument, multiengine, etc.) as quickly as 13 months flying small, single-turboprop planes and then build toward the 1,500 hours necessary to earn an unrestricted Airline Transport Pilot certification by working as a certified flight instructor. (Those who obtain a business degree in aviation only require 1,200 hours of flying time.) After that, each flight instructor will continue training with a minimum of 250 hours in more advanced aircraft—Cessna Caravan, Beechcraft 1900, Saab 340B, and Aerostar turboprop aircraft—flying for unscheduled charter operators Castle Aviation and Planemasters, Bregman explained. Planemasters is co-located with Spartan’s College of Aeronautics and Technology at DuPage Airport (KDPA).

It may take four to five years for a high school graduate to achieve an unrestricted commercial pilot’s license because certification has a minimum age of 23. Spartan’s relationships with Castle Aviation and Planemasters allow fledgling pilots to earn money and build necessary hours until they’re eligible to join Atlas Air. 

The airline employs more than 2,900 pilots. International Aviation Professionals Local 2750, the Teamsters union that represents Atlas Air pilots, says 532 pilots resigned last year and 269 have left the company this year.

Tailored Approach

Bregman said Spartan plans to unveil a proprietary app in late September that will contain features such as supplementary Atlas Air training materials, interview tips and the ability to do virtual fireside chats with Atlas crew members and managers.

Atlas Air doesn’t cover students’ costs or pay Spartan for each graduate but has made an undisclosed investment in the program and provides resources, according to Bregman. Potential program benefits include visits from Atlas Air pilots to discuss professional development and company safety practices, touring Atlas’ flight operations center to see how an airline operates behind the scenes, experiencing a flight simulator, having lunch with executives, and attending training for flight attendants (Atlas operates some 747 passenger aircraft under charter contracts) to gain the cabin crew perspective.

Familiarizing students with the company early on demystifies the hiring process and makes the transition to a first officer much easier, he said.

Cadets can finance their training through a private loan program or get an associate flight degree from the College of DuPage, which provides access to federal financial aid and has a relationship with Spartan. 

Spartan a couple years ago changed its strategy to one that treats airlines, rather than the student, as the customer and the student as the product, said Bregman. The approach resembles the way community colleges work with a manufacturer or other company to develop students with specific skills that make them more attractive hires than someone with generic industry skills. The Atlas academy is similar to a recent program Spartan started with Allegiant Airlines. 

“It allows us to incorporate into the FAA-mandated training other kinds of experiences that we think make you a more competent pilot and enhance your skill set,” Bregman told FreightWaves. “We don’t want our students to be the deer in the headlights. We want them to walk into ground school at Atlas feeling full of confidence that they can do this.”

He made clear that Spartan doesn’t guarantee employment.

United Airlines in February 2022 opened a pilot academy at Phoenix-Goodyear Airport (KGYR) with the goal of training 5,000 pilots by 2030. It is the only flight academy operated by a major U.S. airline. Spartan College also provides an academy program for American Airlines that is less structured than the ones for Allegiant and Atlas Air.

Editor’s Note: This article first appeared on FreightWaves.

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• READ MORE: Boeing Delivers Last 747

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The iconic jumbo jet was given a celebrity send off Tuesday, with the kind of fanfare worthy of a Hollywood awards show. The final delivery event featured guest speakers, live music, and videos honoring the legacy of Boeing (NYSE: BA) and the closing of a chapter of the aerospace giant’s legacy.

The event was held at the factory in Everett, Washington, where the final 747 was delivered to Atlas Air—with an audience of thousands made up of Boeing employees, former employees, customers, and suppliers looking on. The ceremony, which was live streamed, was also witnessed by thousands of viewers online.

• READ MORE: Last ‘Queen of the Skies’ Rolls Off Line at Boeing

The final delivery began with a procession of flags bearing the livery of the airlines—past and present—that fly 747s, which was recognized as one of the most versatile airframes ever to be built.

The farewell presentation was led by Stan Deal, president and chief executive officer of Boeing Commercial Airplanes. Deal recalled a pivotal meeting between Bill Allen, Boeing’s longest serving president, and Juan Trippe, the founder of Pan American World Airways.

Introducing the last 747!

Here is a look at how we put together the final #QueenOfTheSkies. pic.twitter.com/ngkPWwCTXL

— Boeing Airplanes (@BoeingAirplanes) January 31, 2023

According to Deal, the jet age had begun and people were traveling. Trippe was looking for an aircraft with greater range than the Boeing 707.

“Bill Allen and Juan Trippe were in a mockup of the 747 cockpit and Bill Allen said to Juan, ‘If you buy it, I’ll build it.’ And Juan Trippe said to Bill, ‘If you build it, I’ll buy it.'” Deal said.

The Incredibles

Deal thanked “The Incredibles”—the people who built the first Boeing 747 in a mere 16 months. They were led by Boeing engineer Joe Sutter, who is recognized as “the founding father of the Boeing 747.”

Part of the challenge, said Deal, was that the aircraft was so large—the cockpit was 30 feet in the air—that it needed a new factory. The facilities at King County International Airport/Boeing Field (KBFI) where the Boeing B-17 was built and the factory at Renton Municipal Airport (KRNT) where the 707 went together were not large enough to accommodate the jumbo jet with its four engines and the fuselage wide enough to hold two aisles.

A new factory had to be built. A parcel of land next to what is now known as Snohomish County Airport/Paine Field (KPAE) in Everett was selected, located approximately 23 nm from Boeing Field.

“The new factory involved clearing some 788 acres of forest land and moving 4 million yards of dirt,” said Deal, noting that the first 747 was built while the factory was built around it.

The Legacy of the 747

A host of dignitaries from Boeing and the airlines that fly the 747 as part of their fleet shared stories about the iconic airplane, including what it was like to set eyes on it for the first time in the factory, how impressive it was when you walked up to it, and the sense of awe when you realized that this engineering marvel had been created by some of the finest minds in aviation. Then, there’s how comfortable it was to ride in the passenger compartment, which was described as “being in your living room with 360 or so of your closest friends.”

John Travolta, entertainer and pilot for Qantas Airlines, shared his experience learning to fly the 747, noting that it made learning to fly the Boeing 737 “a breeze.”

John Dietriech, president and CEO of Atlas Air noted, “There is no greater freighter than the 747,” saying that in it, Atlas Air has carried race cars, race horses, medical supplies, and satellites in support of the space program. He then shared the flight plan that the Atlas Air 747 will use to depart Seattle—the waypoints draw a crown with 747 in the center.

During what was a high point for those at the event, Deal called for the hangar doors to be opened. The Atlas Air 747-8 was revealed, emblazoned with a special decal on its nose: “Joe Sutter Forever Incredible.” 

Deal concluded the ceremony by reminding the audience that Boeing would continue to support the 747 for decades to come, and that future Boeing designs, including the 777-8F which is touted as a replacement for the 747, stand on the shoulders of “The Incredibles” and the jumbo jet that opened the skies for so many.

History of the 747

The four-engine jet entered the airline world in 1970, sporting the livery of Pan Am. The first flight was from New York to London. The iconic airplane with the hump over the cockpit quickly became synonymous with exotic air travel, as it flew across oceans, taking both people to where they needed or wanted to be.

The 747 is known for its versatility. It is a sturdy cargo hauler. Specially modified models carried NASA’s space shuttle on their backs, while others received interior upgrades for comfort and security, making them the aircraft of choice for leaders of nations.

At the present time, the widebody, twin-engine Boeing 777-X and the 777-8F, the freighter variety, are currently being developed with the idea they will eventually fill many of the roles currently occupied by the 747. The 777-X is said to have the same capacity of the 747-400F but will use less fuel. The 777-X/8F is slated to be in service by 2025.

Today we celebrate the end of production on the 747, the world’s first jumbo jet — a plane that enabled more people to fly farther, faster and more affordably than ever before. #QueenOfTheSkies

Tune in here at 1 p.m. PST: https://t.co/FV3Dmnsph8 pic.twitter.com/BgSJT3RmJP

— Boeing Airplanes (@BoeingAirplanes) January 31, 2023

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The 747 has been in production since September 1968.

There she goes!

The last 747 has left our Everett factory ahead of delivery to Atlas Air in early 2023. #QueenOfTheSkies

Photos: Boeing/Paul Weatherman pic.twitter.com/duzgr6MzQl

— Boeing Airplanes (@BoeingAirplanes) December 7, 2022

History of the Jumbo Jet

The 747 was Boeing’s first twin-aisle airliner, dubbed “the Jumbo Jet”  because of its spacious cabin. The design was developed in the late 1960s, spearheaded by engineer Joe Sutter. 

The first flight of the 747 took place on February 9, 1969, with the first delivery following in 1970 to the now defunct Pan Am Airlines. At the time, Pan Am was the powerhouse airline, and the image of the iconic jet became synonymous with air travel to exotic places.

• READ MORE: Boeing Closing in on Final Assembly of Last New 747

The news that the last 747 was being produced made headline news around the world, as the versatile jet is or was the backbone of many an airline’s fleet as it is available in both a passenger and cargo configurations.

During its 52 years of service the aircraft evolved, the last iteration of the 747 was the 747-8. The last 747 will be delivered to Atlas Air in early 2023.

• READ MORE: UPS Receives Delivery of Its Last New Boeing 747

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The 747-8 freighter with the registration N862GT is the second to last 747 being built and will be followed only by the N863GT, now in assembly. The last three 747s produced will go to major cargo carrier Atlas Air (NASDAQ: AAWW), which already has more than 50 747s in service.

• READ MORE: Boeing Closing in on Final Assembly of Last New 747  

The 747 nearly bankrupted Boeing’s business when the OEM decided to build the jet in the 1960s at the request of then industry-leading airline Pan Am. The first 747 flew in February 1969 and evolved into several variants, serving operators worldwide. Altogether, when Boeing completes its last unit currently on the assembly line, it will have built more than 1,570 examples of the iconic jumbo jet.

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The left wing for the freighter, a 747-8F variant, has been staged on the production line, according to an Aviation Week report. Atlas Air is expected to receive delivery of the last 747—along with three identical 747-8Fs—by the end of this year. (Two former Transaero 747-8s are currently being converted into military variants for the Pentagon to serve as Air Force One.)

The news serves as a reminder that the end of an era is drawing near. Few aircraft have done as much to change the industry. 

Beginning with its entry into service as a passenger variant with Pan Am in 1970, the first widebody jetliner opened the door to international travel for countless people around the world. 

Later, 747s were modified to ferry NASA’s iconic Space Shuttle fleet. Modified 747s were used to carry enormous airplane parts from overseas to final assembly at Boeing factories. A modified long-range 747SP variant served NASA as an in-flight observatory.

• READ MORE: NASA’s 747SP Flying Telescope is Retiring

This year also marks the 50th anniversary of the first delivery of a widebody freighter, the 747-200, to Lufthansa on March 10, 1972, featuring the nose door which allowed loading of oversized objects.

Currently, 90 percent of the world’s freighter capacity belongs to Boeing freighters, according to the company. 

Bill Flynn, former CEO of Atlas Air Worldwide credits the unique characteristics of the 747 with allowing Atlas to build a global airline. “It has substantial capacity. It can carry over a hundred tons of cargo,” Flynn told Boeing. “It also has great temperature control capabilities inside the aircraft during flight.”

Over the past five decades, Boeing has produced and delivered a grand total of 1,569 747s.

A widebody twin-engine Boeing 777-8F is currently being developed, which boasts virtually the same capacity of a 747-400F while burning less fuel. Nonetheless, it’s safe to say there will never be another airplane quite like the Queen of the Skies. 

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Editor’s Note: This article originally appeared on FreightWaves.com.

Atlas Air will continue to fly 20 large freighters for DHL Express after the express delivery company extended an existing contract, the companies announced Tuesday.

The arrangement ensures DHL Express has continued access to outsourced airlift to support its fast-growing express business that is increasingly driven by e-commerce. The length of wet leases was not disclosed.

Atlas is currently operating four types of aircraft for DHL Express, all in a cargo configuration:

• Six Boeing 747-8
• Two Boeing 747-400
• Eight Boeing 777-200
• Four Boeing 767-300

The aircraft are operated globally by Atlas Air Worldwide Holdings subsidiaries Atlas Air, Polar Air Cargo and Southern Air. Polar Air Cargo is a 13-year-old joint venture between Atlas and DHL in which DHL holds a 49 percent equity interest, including a 25 percent voting share. The strategic arrangement provides DHL Express guaranteed capacity on key trade lanes while Atlas gets a predictable, long-term revenue stream.

“As this agreement indicates, Atlas is capitalizing on the strong global airfreight market conditions as we deepen relationships with our customers,” Atlas Air CEO John Dietrich said.

Last week, Atlas Air finalized a five-year labor contract with its pilots.

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Amazon has become one of the wealthiest companies in the world thanks to its ability to deliver practically anything just about anywhere. That said, it shouldn’t come as any great surprise that the delivery giant has finally taken the first leap toward creating its own fleet of aircraft.

This week Amazon announced plans to purchase 11 Boeing 767-300s, seven from Delta Air Lines and four from Canadian WestJet. An Amazon spokesman says the carrier believes the fleet will grow to more than 85 aircraft by the end of 2022. Until now, all of Amazon’s aircraft flying under the Prime banner were leased. A January 5 Bloomberg story said, “As Amazon has built up its own delivery operation, which includes tens of thousands of cargo vans, the company has gone out of its way to highlight its continued reliance on other cargo companies. But Amazon already handles most of its own deliveries and has emerged as competitor to partners that only a few years ago delivered almost all of the company’s goods. FedEx Corp. in 2019 said it wouldn’t renew its air-delivery contract with Amazon. A report last year estimated that Amazon’s fleet would likely grow to 200 aircraft in the coming years, rivaling UPS in size.”

In a Forbes story, Amazon said it will “continue to rely on third-party carriers to operate these new aircraft.” Companies operating Amazon’s aircraft include Sun Country Airlines, Atlas Air and ATI. MarketWatch spoke to Sara Rhoads, Vice President of Amazon Global Air who said, “Having a mix of both leased and owned aircraft in our growing fleet allows us to better manage our operations, which in turn helps us to keep pace in meeting our customer promises.”

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During the NTSB’s probe into the February 2019 crash of an Atlas Air Boeing 767 into a marshy area in Trinity Bay, Texas, the board determined the crew lost control of the airplane as it approached Houston’s George Bush Intercontinental Airport (IAH). The accident, an all-cargo flight, killed both pilots and also took the life of another airline pilot who was riding along in the jump seat.

The first officer was acting as the pilot flying on the leg to Houston that originated in Miami, Florida. As the heavy jet approached KIAH, the crew deployed the speed brakes and leading edge slats to increase the rate of descent. The captain was the pilot monitoring, though the Boeing’s autopilot and autothrottle system were engaged throughout the approach. Standard company procedure says the flying pilot should guard the speed brakes to ensure they are retracted when power is added to maintain level flight. The NTSB said the crew encountered light turbulence as they penetrated a deck of clouds associated with a cold front approaching Houston and continued the flight on solid instruments.

About 30 seconds prior to impact, as the aircraft descended through 6,300 feet headed to 3,000 feet, the flight data recorder indicated the go-around button was activated, possibly by the FO’s wrist while retracting the speedbrakes. The captain was distracted with other duties preparing for the approach. Activating the go-around button made the autopilot assume the crew wanted to climb and caused the command bars on the flight director to indicate the increase in nose pitch. Within a few seconds of the go-around mode’s activation, the first officer—believing the pitch up indicated the aircraft was stalling—shoved the control wheel forward.

The NTSB says, “Within seconds of go-around mode activation, manual elevator control inputs overrode the autopilot and eventually forced the airplane into a steep dive from which the crew did not recover. Only 32 seconds elapsed between the go-around mode activation and the airplane’s ground impact.” None of the flight data recorder information indicated the aircraft was anywhere near a stall at the time of the first officer’s reaction. The Board also cited the Atlas captain for failing to closely supervise the FO and also his failure to assume command of the aircraft when things began heading south.

The NTSB says, “Despite the presence of the go-around mode indications on the flight mode annunciator and other cues that indicated that the airplane had transitioned to an automated flight path that differed from what the crew had been expecting, neither the first officer nor the captain were aware that the airplane’s automated flight mode had changed.” Neither pilot communicated anything about the change with the other. The Board believes “the first officer likely experienced a pitch-up somatogravic illusion as the airplane accelerated due to the inadvertent activation of the go-around mode, which prompted him to push forward on the elevator control column.” A somatogravic illusion, also referred to as a vestibular or false sensation, can occur when no clear horizon is present, as in this case when the aircraft had just entered the clouds. The NTSB’s video recreation of the sequence of events during the final moments of Atlas Air 3591 and the Board’s abstract of the investigation offer a look at what probably happened in the cockpit.

Skybrary says, “The vestibular organs are part of the human body’s mechanism for achieving posture and stability. Changes in linear acceleration, angular acceleration and vertical acceleration (gravity) which occur as a result of flight control inputs, made to accomplish a change in the flight path, are detected by the vestibular system and may create either or both of these illusions. Whilst there are many situations in which these illusions can occur, one of the most likely, and certainly the most dangerous, is when the positive changes in acceleration, which accompany the initiation of a go around or the transition to initial climb after takeoff, are occurring. In both cases, the consequences can rapidly lead to CFIT if the condition is not recognized or to a [loss of control] if the situation is recognized but the complexities of recovery are mishandled.”

Aircraft accidents attributed to pilots reacting to these “seat of their pants” illusions have occurred in both commercial and general aviation operations. Another significant Part 121 loss took place in May 2010, as an Afriqiyah Airways Airbus A330 began a go-around in daylight from a non-precision approach at Tripoli. The crew also reacted to what they felt was happening rather than what their instruments indicated. The aircraft rapidly descended into the ground and was destroyed by impact forces and fire. All but one of the 104 occupants were killed.

While sensory illusions, stress, and startle response can adversely affect the performance of any pilot, the investigation revealed that in this case, the first officer of Atlas Air 3591 had earlier demonstrated fundamental weaknesses in his flying abilities and his response to stress that would have made it even more difficult for him to accurately assess the airplane’s state and respond with appropriate procedures after the inadvertent activation of the go-around mode.

In written comments found in the NTSB Docket on this accident related to remedial training session prior to the first officer taking his Boeing 767 type rating checkride, the instructor said the pilot’s, “Situational awareness was lacking. Procedures were incorrect. [Aircraft] Limitations were exceeded. Judgment was poor, CRM skills were poor. Steep turns exceeded all PTS limits. Non-precision procedures non-existent and a totally unstable approach resulted. Didn’t work well with pilot monitoring during in-flight emergency. Lack of confidence and tunnel vision were definite contributing factors.”

Additional evidence indicated the first officer had a long history of training performance difficulties as well as a tendency to respond impulsively and inappropriately when faced with an unexpected event during training scenarios at a number of different employers. The Board believes this indicated an inability to remain calm during stressful situations. The 1996 Pilot Record Improvement Act system was originally created in order to make it difficult for an applicant to be hired at a company without the hiring company being aware of those training issues. This accident showed the record system has no fallback when an applicant either lies or simply omits critical information from their application.

The NTSB determined the probable cause of this accident was “the first officer’s inappropriate response as the pilot flying to an inadvertent activation of the Boeing’s go-around mode, which led to his spatial disorientation and nose-down control inputs that placed the airplane in a steep descent from which the crew did not recover. Contributing to the accident was the captain’s failure to adequately monitor the airplane’s flightpath and assume positive control of the airplane to effectively intervene. Also contributing were systemic deficiencies in the aviation industry’s selection and performance measurement practices, which failed to address the first officer’s aptitude-related deficiencies and maladaptive stress response. Also contributing to the accident was the FAA’s failure to implement the Pilot Records Database (the NTSB had previously suggested) in a sufficiently robust and timely manner.

The NTSB issued six new safety recommendations following the investigation into the Atlas Air 3591 accident. The NTSB said the FAA should issue a safety alert for all Boeing 757/767 operators warning of the possibility of an inadvertent go-around activation when the pilot flying is in close proximity to the speed brake handle. The NTSB also wants to see the vulnerabilities of the current pilot record system that would include the results of all pilot training once it begins, regardless of the result and that the system be easily searchable by pilot certificate number. The Board reiterated its call for advanced cockpit video recorder systems for Part 121/135 aircraft.

On the human side of the equation, the NTSB reiterated to the FAA the urgent need to “require all Part 121 and 135 air carriers to obtain any notices of disapproval for flight checks for certificates and ratings for all pilot applicants and evaluate this information before making a hiring decision. To also require Part 121, 135, and 91K operators to document and retain electronic and/or paper records of pilot training and checking events in sufficient detail so the the carrier and its principal operations inspector can fully assess a pilot’s entire training performance. The Board also wants to see all training records provided to hiring employers as required under the PRIA and to develop a method of verifying the accuracy of those training records.”

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