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Amazing Aviation, Scarborough, Toronto, ON (2026)

08/25/2026

Gordon Bethune was born August 29, 1941, in Austin, Texas. His father owned an aerial crop-dusting company. His mother sold encyclopedias door-to-door. At age 17, Bethune dropped out of high school and joined the U.S. Navy in 1958.

He found his place as an aircraft mechanic and aviation electronics specialist. For 20 years, he supervised aircraft maintenance teams on the second shift. He earned the nickname "Oilcan" for his hands-on approach. He rose to the rank of petty officer second class. While in the Navy, he completed his high school education.

After leaving the Navy in 1979, he took a job as a maintenance supervisor at Braniff Airlines. He rose through the ranks to become vice president of maintenance. He moved to Western Airlines as vice president of engineering and maintenance. Then Piedmont Airlines hired him as senior vice president of operations. In 1988, he joined Boeing as vice president and general manager of the customer services division.

At age 43, in 1984, Bethune earned his bachelor's degree from Abilene Christian University. In 1992, he graduated from Harvard Business School's Advanced Management Program. He was also a licensed commercial pilot with type ratings on the Boeing 757, Boeing 767, and Douglas DC-3. He held an Airframe and Powerplant mechanic license.

In February 1994, Bethune left Boeing to join Continental Airlines as Chief Operating Officer. The airline was dying. Losing $55 million per month. Dead last in on-time performance. First in customer complaints. Baggage was lost regularly. The airline had filed for bankruptcy twice. Ten CEOs had resigned in two years. The board was reluctant to give Bethune the CEO title.

Bethune insisted. Without a clear chief executive, the airline would not survive. The board agreed.

In October 1994, Bethune became CEO. In April 1995, he introduced the "Go Forward" plan. Four straightforward points focusing on hub operations, product quality, customer trust, and employee pride. No complicated business jargon. Direct action.

Within one year, Continental posted its first profit. By 1999, five years after Bethune arrived, the airline had achieved 11 consecutive quarters of record profits. The stock price rose from $3.25 per share to over $50. Customer satisfaction improved dramatically. On-time arrivals improved. Baggage handling improved. Continental moved from worst to first in its class.

Bethune's leadership strategy was simple: tell employees what you want, reward them for delivering it, and get out of their way. He called employees at home. He congratulated them on their work. He celebrated company victories publicly. He shifted the culture from negative to positive.

By the time Bethune retired at the end of 2004, Continental had become one of the best-run airlines in the world. Fortune magazine named Continental the company that had raised its marks more than any other in the 1990s.

A high school dropout. An aircraft mechanic. Became CEO. Saved an airline. Transformed worst to first. ✈️ 💙

08/25/2026

August 22, 2026. Faith Tenkley, 23 years old, departed Fort Myers Page Field at 8:55 AM in a Piper PA-39 twin-engine aircraft (N40439), built in 1971. She was headed to South Bimini Airport in the Bahamas to pick up her parents.

After approximately one hour in the air, mechanical issues developed. The landing gear failed to lower. She initially planned to divert to Boca Raton Airport but found she could not land there with the landing gear problem.

At 15 miles west of Boca Raton, with no options remaining, Tenkley made the decision to ditch in the Atlantic Ocean.

She executed the water landing skillfully. A witness described seeing the plane "making a slow descent and delicately landed into the water."

Tenkley exited the aircraft uninjured. She swam to shore.

A lifeguard arrived at the scene within one minute of the ditching. A rescue boat from the fire department followed. Tenkley was taken to hospital as a precautionary measure but did not sustain injuries from the impact.

The aircraft remained largely intact after the water impact. Local pilots praised Tenkley's airmanship. One told local media: "The most important part they teach you in emergency support or anything is to fly the airplane all the way down. Based on the fact that it's all in one piece, it seems like the pilot did that."

Tenkley has been a licensed pilot for four years.

A 23-year-old pilot. A mechanical failure. An uncontrolled descent toward water. And the skill and composure to execute a perfect water landing. ✈️ 💙

08/24/2026

Queen Suthida Bajrasudhabimalalakshana of Thailand is undertaking a Gripen fighter flight-training programme at Wing 7 in Surat Thani. The programme is scheduled to run from August 20 to September 4, 2026, progressing through the Royal Thai Air Force's standard training stages towards a solo flight.

Before beginning the Gripen programme, Queen Suthida trained on the L-39 advanced jet trainer at the Royal Thai Air Force Flying Training School in Kamphaeng Saen district, Nakhon Pathom. She completed several simulator sessions at the Royal Thai Air Force facility in Don Mueang.

Queen Suthida has made several private visits to Wing 7 to study the aircraft's technical systems and speak with operational pilots.

Flight instructors and aviation specialists are overseeing the programme.

Successful completion of the programme would make Queen Suthida the first reigning queen to fly a fighter aircraft.

She is 48 years old and the wife of Thailand's King Maha Vajiralongkorn. ✈️ 💙

08/24/2026

January 31, 2000. 16:21 Pacific Standard Time. Alaska Airlines Flight 261, McDonnell Douglas MD-83 (N963AS), was en route from Puerto Vallarta, Mexico to Seattle-Tacoma International Airport with planned stop in San Francisco. There were 88 people aboard: 83 passengers, 2 pilots, 3 cabin crew members.

Captain Ted Thompson, 53, from Redlands, California. 20 years with Alaska Airlines. 10,400 flight hours on the DC-9/MD-83. First Officer William Tansky, 57, from Alameda, California.

At 15:47 hours, a cockpit warning indicated low oil temperature and high oil pressure on engine number 2. Thompson and Tansky investigated. They did not suspect a fuel system or control system failure.

At 15:50 hours, Thompson requested diversion to Los Angeles International Airport. Air traffic control approved the request.

At 16:05 hours, an alarm sounded. The horizontal stabilizer was moving uncommanded. Thompson told Tansky: "I think the stab trim thing is broke."

Thompson made a passenger announcement: "Folks, we have had a flight-control problem up front here. We are working on it."

Thompson attempted to control the stabilizer using manual and automatic systems. Nothing worked. The stabilizer continued to move.

At 16:09 hours, two thumps sounded in the cockpit. The stabilizer moved sharply. The aircraft plunged 7,000 feet in one minute from 31,000 to 24,000 feet. Thompson said to Tansky: "Help me back. Help me back." They pulled the control yoke back together. The aircraft leveled.

Thompson said: "My adrenaline's going. It was really tough there for a while."

Tansky responded: "Whatever we did is no good."

Thompson replied: "Yeah, we're in much worse shape now."

Thompson continued trying to troubleshoot the problem. He consulted with Alaska Airlines mechanics in Seattle by radio. They checked for hidden circuit breakers. None existed that would help.

The aircraft descended toward Los Angeles International Airport. At 16:10 hours, another uncommanded dive occurred. The plane dropped again. Thompson and Tansky fought to regain control. They pulled back on the yoke with maximum force.

At 16:11 hours, the aircraft went into a final, uncontrollable dive. The plane rolled inverted—upside down.

Thompson asked Tansky: "Are we flying?"

Tansky answered: "We're flying. At least upside down we're flying."

Seconds later, the aircraft impacted the Pacific Ocean approximately 2.7 miles north of Anacapa Island, California at three times the force of gravity.

Thompson's final words to air traffic control: "We have no control. We're going down."

All 88 people aboard were killed on impact.

The NTSB investigation determined the cause: Failure of the horizontal stabilizer trim system jackscrew assembly. The acme nut threads failed due to excessive wear caused by Alaska Airlines' insufficient lubrication of the jackscrew.

Contributing factor: The MD-83 lacked a fail-safe mechanism to prevent catastrophic loss of control from jackscrew failure.

30 minutes. Complete loss of control. 88 perished. ✈️ 💙

08/24/2026

Jenny Lupton was a Southwest Airlines flight attendant. She began her career with the airline in August 2002. She flew for 24 years.

She was from Moore, Oklahoma. She attended Moore High School.

Family and friends remembered her as warm, humorous, and outgoing. They described her as one of the funniest and most social people they knew. She was willing to help others. She made people laugh.

Her niece Sarah Lupton remembered her for her humor, her generosity, and the memories they shared together.

Her son Kaleb was mentioned in family tributes. Loved ones expressed heartbreak over his loss.

On August 21, 2026, Jenny was found deceased at the Hilton Hawaiian Village in Waikiki.

Her family and close friends are seeking answers about what happened. Questions remain unanswered. Investigators and medical officials continue their work.

She was a loving mother. A caring aunt. A devoted friend.

Those who knew her remember Jenny Lupton for her warmth and her ability to brighten the lives of others. ✈️ 💙

08/24/2026

We remember them. ✈️ 💙

SEPTEMBER 11, 2001 - Betty Ong alerted the nation to an attack. Todd Beamer fought back to save others.

BETTY ANN ONG : Flight attendant. American Airlines Flight 11. Born February 5, 1956, San Francisco, California. Age 45. Worked for American Airlines for 14 years.

On September 11, 2001, Betty was working Flight 11, a Boeing 767 departing Boston bound for Los Angeles. The aircraft carried 81 passengers and 11 crew members.

At 8:13 AM, hijackers overtook the cockpit. At 8:20 AM, Betty placed an Airfone call to the American Airlines reservations desk in Raleigh, North Carolina.

She reported: "The cockpit is not answering. Somebody's stabbed in business class. I think there's Mace and we can't breathe. I think we are getting hijacked."

Betty remained on the phone for 23 minutes. She relayed seat numbers of the hijackers. She provided critical information to ground authorities.

Her call was the first alert to authorities that America was under attack. It triggered the grounding of all aircraft in U.S. airspace for the first time in history.

Flight 11 crashed into the North Tower of the World Trade Center at 8:46 AM. All 92 people aboard perished.

TODD BEAMER :Passenger. United Airlines Flight 93. Born 1969. Age 32. Marketing manager for Oracle Corporation. Married with two young sons.

On September 11, 2001, Todd was aboard Flight 93, a Boeing 757 from Newark to San Francisco. The aircraft carried 33 passengers, 7 crew members, and 4 hijackers.

At 9:28 AM, Todd called GTE Airfone supervisor Lisa Jefferson. He reported the hijacking. He told her the pilot and co-pilot had been forced from the cockpit.

Through the phone call, Todd learned two planes had already crashed into the World Trade Center. He understood Flight 93 was intended as a weapon.

Todd told the operator he and other passengers were planning to fight back. At 9:45 AM, Todd said: "Are you ready? Okay. Let's roll."

Todd, along with passengers Tom Burnett, Mark Bingham, and Jeremy Glick, and flight attendant CeeCee Lyles, rushed the cockpit to retake the plane.

Flight 93 went into a dive. At 10:02 AM, the aircraft crashed in a field near Shanksville, Pennsylvania. All 40 people aboard perished.

Their actions prevented the plane from reaching Washington, D.C.

We remember them. ✈️ 💙

08/24/2026

January 13, 1982. Air Florida Flight 90, Boeing 737, crashed into the Potomac River moments after takeoff from Washington National Airport. Impact: 14th Street Bridge. The plane broke apart. The tail section remained above water.

Six survivors emerged from the wreckage and clung to the tail section. They were in 36-degree water. Water temperature. Ice covered the river. They had minutes.

A U.S. Park Police helicopter, Eagle 1, piloted by Don Usher with crew member Gene Windsor, reached the scene. Windsor stood on the helicopter skids. They lowered a rope into the freezing water.

One passenger grabbed the rope. It was Arland D. Williams Jr., 46 years old, a bank examiner for the Federal Reserve. He had flown to Washington on business. He was terrified of water. He could not swim.

But he did not take the rope.

He passed it to another survivor. The helicopter pulled that person to safety.

The rope came again. Williams grabbed it. He passed it to someone else. Again, the helicopter lifted another person to safety.

The rope came a third time. Williams grabbed it. He passed it to a fourth survivor.

A fifth survivor received the rope. Williams helped guide them to it.

Then the sixth rope came down. It swayed near Williams. But by then, the freezing water had taken him. He drowned before the rope could reach him.

Five survivors were rescued alive. One woman, Priscilla Tirado, was too weak to hold the rope. Bystander Lenny Skutnik dove into the freezing water and swam her to shore.

For 18 months, no one knew the name of the man who had passed the rope away three times. He was called "the unknown hero."

On June 7, 1983, President Ronald Reagan announced his identity: Arland D. Williams Jr., Citadel Class of 1957.

Williams had saved five lives by refusing to save his own. ✈️ 💙

08/24/2026

August 24, 2001. 06:26 UTC. Both engines failed over the Atlantic Ocean. The Airbus A330 had no power. The aircraft was 65 nautical miles from Lajes Air Base in the Azores.

Captain Robert Piché, 48, had 16,800 flight hours. 796 hours on the Airbus A330. He was an experienced glider pilot. He learned to fly as a teenager in Quebec's Gaspé Peninsula.

First Officer Dirk DeJager, 28, had 4,800 flight hours. 386 hours on the A330.

When engine number 1 flamed out, Piché took control of the powerless aircraft. DeJager calculated descent rate: approximately 2,000 feet per minute. He calculated fuel reserves and altitude. He determined they had 15 to 20 minutes to reach the air base or ditch in the ocean.

Air traffic control guided them toward Lajes. Piché had to execute 360-degree turns to lose altitude and speed while maintaining glide path toward the runway. The aircraft descended through 20,000 feet. Then 10,000 feet.

The runway came into view. But the aircraft was descending faster than optimal. The airspeed was too high.

Piché executed a forward slip maneuver—banking the aircraft while holding the nose level. This increased drag and slowed the descent without changing pitch. It was a precision maneuver in a powerless aircraft with 306 people aboard.

DeJager monitored the descent continuously. His calculations kept them on glide path.

Piché lined up with runway 33. The aircraft touched down at 06:45 UTC. Landing speed: approximately 200 knots.

The glide lasted 19 minutes over 65 nautical miles. The longest glide of a commercial passenger aircraft without engine power.

All 306 people survived. 18 sustained injuries. No fatalities.

Captain Piché's gliding experience. First Officer DeJager's precision calculations. Two pilots. No engines. Perfect ex*****on. ✈️ 💙

08/24/2026

Brianna and Laura are twin sisters. For as long as they can remember, they have done everything together. Neither recalls whose idea it was to attend flight school, but there was never a question they would pursue it together.

Both took first lessons in a Cessna 172 at their local airport. Both attended the University of North Dakota for flight training. Both joined Sun Country Airlines as first officers. Both were promoted to captain in 2020.

They are captains for Sun Country Airlines. Both hold the same rank. Federal aviation rules prevent them from flying the same flight as captain and first officer. But they work for the same airline, in the same career, at the same level.

Laura appreciates the diversity of flying at Sun Country. "One trip you might be doing scheduled passenger service to the Caribbean or Mexico. The next trip you might be flying cargo, or charter flights with sports teams."

Brianna values the supportive pilot community. "The Chief Pilot Office here knows everybody and will have your back. It's a tight-knit group of pilots and people."

Both volunteer with STARBASE Minnesota, a STEM education program. They visit local schools and work with 5th and 6th graders, showing them how pilots apply STEM principles on the job. They demonstrate their iPads and flight planning tools.

Both attend Girls in Aviation Day events. They mentor young women interested in aviation careers. Laura described it as an opportunity for girls to see themselves in the aviation industry.

Brianna's advice to aspiring pilots: "Keep going. There are ups and downs. You might hit points where you think 'This is too hard.' But just keep going because you're going to hit another high. Today, I'm in an amazing job where I get to travel everywhere. It's really fun."

Twin sisters. Same dream. Same career. Different flights. Same cockpit mindset. ✈️ 💙

08/24/2026

Captain Nevin Darwish was born in Egypt. She started her aviation career in 1989 as a cadet pilot after working as a flight attendant. She discovered her passion for flying and pursued training.

In 1993, she joined Egyptair as a First Officer. She flew Boeing 737s, 767s, and 777s. She built her hours and experience. In 2003, she was promoted to Captain. Her first command was the Boeing 737. Later, she commanded the Airbus A320.

In 2007, she joined Emirates Airlines. She flew the Airbus A330 and A340 as Captain.

In 2015, she made history. Captain Nevin Darwish became the first female pilot outside the European Union to captain the Airbus A380—the world's largest commercial aircraft.

The A380 carries up to 853 passengers. It weighs 600 tons. It has four engines. It is the pinnacle of large-aircraft captaincy. Few pilots command it. Fewer women. Even fewer outside Europe.

On International Women's Day 2017, Emirates Airlines posted video of Captain Darwish flying the A380 from Dubai to Vienna. She flew with First Officer Alia Al Muhairi, the UAE's youngest female A380 pilot. The video went viral. Two million views in three days.

First Officer Al Muhairi said: "She's a wonderful role model. She's an inspiration to all young pilots around the world."

Captain Darwish has logged over 20,000 flight hours across multiple aircraft types. She has flown to every continent.

Currently, she flies the Airbus A330 for Egyptair.

In 2022, she achieved another milestone. Her daughter was promoted to wide-body First Officer on the A330. They are the world's first mother-daughter pilot duo on a wide-body aircraft. Captain and First Officer. Flying together on the same flight deck.

Captain Nevin Darwish. 30+ years. One dream. The biggest aircraft in the world. ✈️ 💙

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