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Flight number

A flight number, also known as a flight designator, is an alphanumeric code assigned to a specific commercial airline flight, comprising a two-letter IATA airline designator followed by a one- to four-digit numeric identifier, such as DL123 for Delta Air Lines flight 123.^[1] This system, managed by the International Air Transport Association (IATA), distinguishes flights for purposes including passenger reservations, ticketing, scheduling, and airport displays, while differing from the ICAO-managed callsign used in air traffic control communications.^[1] Flight numbers originated in the early days of commercial aviation, with examples dating back to the 1940s, such as Qantas's QF1 Sydney-to-London route, and have since become standardized to facilitate global operations amid the growth of scheduled air travel.^[2] Airlines assign numbers internally, often following conventions like using low single- or two-digit numbers (e.g., 1 or 10) for flagship or high-prestige routes, even numbers for eastbound flights, and odd numbers for westbound ones, while reserving higher four-digit numbers for regional, codeshare, or less prominent services.^[2] These identifiers are crucial for operational efficiency, enabling seamless coordination among airlines, airports, and global distribution systems, and they appear on boarding passes, flight status boards, and baggage tags to guide passengers.^[2] In the event of a fatal crash or major incident, many airlines retire the associated flight number to avoid evoking distress among passengers and crew, a practice exemplified by the retirement of American Airlines Flight 11 after the September 11, 2001, attacks and Malaysia Airlines Flight 370 following its 2014 disappearance.^[3] This custom, while not universal, underscores the psychological and reputational considerations in aviation, with some carriers like United Airlines opting for culturally sensitive numbering, such as 8xx series for transpacific routes to align with Asian numerological preferences for luck.^[2] As air travel expands, airlines occasionally face constraints on available numbers, prompting adjustments like extending ranges or reusing retired ones cautiously.^[2]

Fundamentals

Definition and Purpose

A flight number is a unique alphanumeric code assigned to a specific commercial flight operated by an airline, typically consisting of a two-letter airline designator followed by a one- to four-digit numeric identifier, such as DL456 for Delta Air Lines Flight 456.^[1] This code serves as the primary identifier for a scheduled flight route, distinguishing it from other services in the airline's network and enabling seamless integration across global aviation systems.^[4] Flight numbers emerged in the early 20th century alongside the development of scheduled commercial air services, with early examples appearing in the 1920s as simple numeric designations for routes operated by pioneering airlines. Their use became more standardized following the founding of the International Air Transport Association (IATA) in 1945, which assigned two-letter airline designators shortly after World War II to create a uniform system for identifying carriers and their flights worldwide.^[5] The primary purposes of flight numbers include facilitating passenger booking and reservations, real-time tracking of aircraft positions, and coordination with air traffic control for safe operations and sequencing.^[6] They also support scheduling coordination among airlines, airports, and ground handlers, while enabling notifications to passengers via apps, emails, and airport displays; additionally, they aid in revenue management by linking specific flights to ticket sales and load factors for operational efficiency.^[7]^[8] Over time, flight numbering has evolved from basic route identifiers in the 1920s to sophisticated components of computerized global distribution systems (GDS), such as Sabre, which was developed starting in 1957 and became fully operational in 1964 as the first computerized airline reservation system and revolutionized booking by incorporating flight numbers into automated inventory and pricing processes.^[9] This integration allows for instantaneous access to flight data across travel agencies and online platforms, enhancing efficiency in the modern aviation ecosystem.^[10]

Basic Structure

A flight number typically consists of a two-letter IATA airline designator followed by one to four digits, forming a unique identifier for an airline's scheduled service.^[11] The airline code, such as AA for American Airlines or UA for United Airlines, represents the carrier operating the flight, while the numeric portion distinguishes specific routes or schedules.^[12] This structure adheres to international conventions established by the International Air Transport Association (IATA), ensuring consistency in global aviation operations.^[13] Airlines assign the numeric part sequentially based on internal systems for each route, often starting with lower numbers for high-frequency or flagship services and progressing to higher ones for regional or less frequent operations.^[14] For instance, short numbers like 1 through 99 are commonly reserved for major international or hub-to-hub routes, while numbers exceeding 1000 may indicate domestic feeder flights or seasonal services.^[14] This sequential approach allows airlines to manage their inventory efficiently without overlapping active flights on the same day.^[7] Many airlines employ directional patterns in numbering, where even digits denote outbound or east/northbound flights from a hub, and odd digits indicate inbound or west/southbound returns, facilitating quick operational reference.^[12] For example, United Airlines might assign an even-numbered flight like UA 422 for a service from Chicago O'Hare to Newark Liberty International, with the return as UA 421.^[14] Such conventions vary by carrier but promote logical organization within route networks. In cases of multiple daily flights on the same route, suffixes such as A, B, or operational letters (e.g., P for positioning) may append the base number to differentiate instances, particularly when schedules overlap or require ad hoc adjustments.^[15] These elements ensure the flight number remains distinct from airport identifiers like ICAO four-letter codes, which serve entirely separate purposes in navigation and scheduling.^[11]

Numbering Conventions

International Standards

The International Air Transport Association (IATA) and the International Civil Aviation Organization (ICAO) establish the primary global frameworks for flight number assignment and usage, ensuring interoperability in commercial aviation. IATA assigns two-letter airline designators and develops numbering guidelines to facilitate standardized identification of flights in reservations, schedules, and operational systems.^[16] ICAO oversees broader standards through its Annexes, with Annex 2 prescribing rules of the air, including basic flight plan elements with aircraft identification, and maneuvers to maintain safety and order in international airspace; more detailed flight identification standards appear in Annex 10. These organizations collaborate to prevent conflicts in flight data exchange, supporting seamless global air traffic management. IATA's inaugural Traffic Conference in 1947 adopted nearly 400 resolutions to harmonize aviation practices as post-war aviation expanded.^[17] Core rules mandate that flight numbers remain unique within each airline's global operations, preventing reuse on overlapping routes to minimize confusion in booking, coordination, and air traffic control.^[18] These requirements are integrated into IATA's Standard Schedules Information Manual (SSIM), which defines data formats and procedures for schedule messaging, ensuring flight numbers align with broader industry data exchanges.^[18] Adherence to these standards is compulsory for IATA member airlines, encompassing the vast majority of major international carriers, with non-compliance potentially causing disruptions in global bookings, slot coordination, and interline agreements. ICAO's frameworks reinforce this through mandatory compliance for signatory states under the Chicago Convention, promoting uniform application across borders.

Regional Variations

In mainland China, the Civil Aviation Administration of China (CAAC) mandates a unique four-digit numbering system for domestic flights, established in 2004 to manage surging traffic following aviation privatization, where the first digit serves as an airline prefix to facilitate identification and scheduling across carriers. For example, Air China uses the 1xxx series, while China Southern Airlines employs the 3xxx series. This system deviates from broader international norms by incorporating airline-specific blocks assigned by the CAAC to streamline domestic operations in a high-density market. Additionally, within these blocks, even numbers are typically assigned to northbound flights, and odd numbers to southbound flights (based on the last digit), aiding air traffic management in a vast and congested airspace. Other regions exhibit further adaptations. In Europe, prior to the harmonization efforts in the early 2000s that aligned practices more closely with IATA guidelines, many airlines relied on three-digit flight numbers for intra-European routes, reflecting fragmented national systems before EU-wide standardization improved interoperability. In the United States, the Federal Aviation Administration (FAA) imposes no strict directional rules or prefix requirements on flight numbers, allowing airlines broad flexibility in assignment based on operational needs, route importance, or marketing preferences, as long as they comply with IATA's four-digit limit. These variations stem from national sovereignty over domestic airspace, as recognized under ICAO frameworks, combined with region-specific logistical demands. In China, the system enables centralized coordination amid rapid aviation growth. Similarly, U.S. flexibility supports a competitive, hub-and-spoke model, while Europe's pre-harmonization approach accommodated diverse bilateral agreements among member states. Since around 2010, Chinese airlines have increasingly adopted partial IATA compliance for international routes, using two- or three-digit numbers prefixed with their IATA code (e.g., CA for Air China) to ease global integration, while retaining the four-digit CAAC system for purely domestic operations. This hybrid approach balances local control with international interoperability.

Operational Uses

Codesharing

Codesharing is a marketing arrangement in which two or more airlines assign their respective designator codes and flight numbers to a single physical flight operated by one of the partner airlines, allowing each to sell tickets for seats on that flight as if it were their own.^[19] For example, a flight from New York to Toronto operated by Air Canada might be marketed as United Airlines flight UA456 while also carrying Air Canada's code and number AC1234, enabling passengers to book through either carrier's system.^[20] This process facilitates revenue sharing between the operating airline (which provides the aircraft and crew) and the marketing airline (which promotes and sells the seats), often governed by bilateral agreements that specify inventory allocation and pricing.^[21] There are two primary types of codesharing agreements: blocked space and free-sell (also known as full integration). In blocked space arrangements, the marketing airline purchases a fixed allotment of seats in advance from the operating airline, controlling resale of those seats independently, which is common for airlines without deep partnerships.^[22] In contrast, free-sell agreements allow the marketing airline to sell seats from the operating airline's available inventory without pre-reserved blocks, enabling more flexible integration and real-time availability sharing, often seen in global alliances such as Star Alliance or oneworld.^[21] These types are particularly prevalent among alliance members, where standardized systems ensure seamless connectivity across networks.^[19] Codesharing originated in the 1960s in the United States as carriers sought to extend their reach through interline partnerships, predating formal deregulation.^[23] It gained prominence after the 1978 U.S. airline deregulation, which encouraged hub-and-spoke models and competitive alliances, and exploded internationally in the post-1990s era with open skies agreements that liberalized transatlantic and other routes.^[24] By the 2020s, codesharing had become a cornerstone of global aviation, enabling extensive route expansion without proportional increases in fleet or infrastructure.^[21] The primary benefits of codesharing include expanded network coverage for passengers, allowing seamless itineraries across partner airlines with single-ticket protections, through-check baggage, and unified frequent flyer mileage accrual.^[25] Airlines gain cost efficiencies by sharing operational expenses like ground handling and marketing while accessing new markets, fostering revenue growth through joint sales.^[26] However, challenges arise in operational coordination, such as synchronizing schedules and data systems, which can lead to passenger confusion over the operating versus marketing carrier.^[21] Liability issues also complicate matters, prompting regulations like the European Union's Regulation (EC) No 1008/2008, which mandates clear disclosure of the operating carrier at booking to protect consumers from undisclosed codeshares.^[27]

Flight Designators

A flight designator serves as the official identifier for an airline flight in commercial and scheduling systems, consisting of a two-letter IATA airline designator combined with a one- to four-digit numeric flight identifier and, where applicable, an operational suffix to denote variants such as specific aircraft or routing differences. For instance, the designator BA667A represents British Airways (IATA code BA) flight number 667 with operational variant A. These designators are defined and regulated under IATA standards, particularly in the Standard Schedules Information Manual (SSIM), for reservations, timetables, and ticketing.^[28] Public-facing flight numbers use the two-character IATA airline code (e.g., BA for British Airways) followed by a 1- to 4-digit number visible on tickets and schedules. The operational suffix, a single alphanumeric character assigned by the operating carrier, further differentiates instances like ferry flights or equipment swaps, as outlined in IATA industry data standards.^[16] While IATA flight designators are used for commercial purposes, ICAO callsigns—incorporating the three-letter ICAO airline code (e.g., BAW) for technical precision in global systems—are employed in air traffic control communications and flight plans (Item 7 of the ICAO flight plan form) to ensure unambiguous identification, especially in codesharing scenarios.^[29] Flight designators are integral to systems like global distribution systems (GDS) for booking and reservations, airport displays, and baggage handling. They facilitate interoperability in commercial data networks, such as ARINC's Type B messaging for flight status and schedule distribution. The standardization of flight designators emerged in the post-World War II period through IATA to unify international airline identification, with key developments in the 1960s and 1970s aligning them with the rise of computer reservation systems (CRS) for automated scheduling and booking. Updates in the 2000s introduced enhanced support for alphanumeric suffixes and extended numbering to address growing flight volumes and codeshare complexities.^[9]

Historical and Cultural Aspects

Number Changes and Reuse

Airlines frequently alter flight numbers to accommodate operational needs, such as route expansions that require additional frequencies or adjustments to existing schedules. For instance, when demand grows on a route, carriers may introduce new flights and reassign numbers to maintain sequential patterns that facilitate internal scheduling and passenger recognition. This practice enhances efficiency by aligning flight identifiers with broader network optimizations, ensuring smoother connections and resource allocation.^[30] Mergers and acquisitions often trigger widespread renumbering to integrate disparate systems under a unified branding and operational framework. A prominent example occurred following the 2008 merger of Delta Air Lines and Northwest Airlines, where Delta systematically replaced all Northwest flight numbers to consolidate reservations and airport systems. Domestic flights were reassigned within Delta's system, with DC-9 operated flights moving to the 7000–7999 range and other domestic flights to the 2000–2999 series; international routes were shifted to Delta's 250–349 designations from Northwest's lower numbers (e.g., 1–249). This affected over 500 flights and was implemented in phases, with domestic changes effective November 1, 2009, and international on October 24, 2009. Such changes stem from the need to eliminate redundancies and streamline codesharing, though they require careful coordination to minimize disruptions.^[31]^[32] In the 1990s, a wave of U.S. airline consolidations, including acquisitions like American Airlines' purchase of routes from Eastern Airlines and the formation of USAir through mergers, were driven by post-deregulation pressures to achieve economies of scale, resulting in harmonized route portfolios. Similarly, the COVID-19 pandemic in the 2020s prompted temporary retirements of numerous flight numbers due to slashed capacities; for example, global passenger volumes dropped by over 60% in 2020, forcing airlines to suspend routes and park aircraft, with many numbers held in reserve for 1–2 years before reassignment as demand recovered.^[33]^[34] Once retired for operational reasons, flight numbers are held inactive for a period to allow system updates and prevent booking errors, after which they are reused on different routes to conserve the limited pool of four-digit identifiers (0001–9999) mandated by industry standards. This reuse mechanic supports network efficiency, as airlines reallocate numbers to high-traffic corridors without expanding beyond IATA guidelines, which emphasize unique designators per schedule period via the Standard Schedules Information Manual (SSIM). The International Air Transport Association (IATA) oversees these assignments to ensure global consistency.^[18] The impacts of these changes on passengers are generally minimal, thanks to rapid updates in Global Distribution Systems (GDS) like Sabre and Amadeus, which propagate new numbers across booking platforms within hours to avoid confusion. Regulatory bodies such as IATA provide oversight to verify that renumbering does not compromise scheduling integrity, mandating notifications for significant alterations. This process ties into broader conservation efforts by promoting reuse over permanent retirement for non-incident-related cases.^[35]^[18]

Conservation Practices

In the aviation industry, "conservation" of flight numbers refers to the practice of permanently retiring specific numbers following major incidents, particularly fatal crashes, to mitigate reputational stigma and emotional distress among passengers and crew. This approach helps prevent the number from becoming synonymous with tragedy, thereby preserving public trust in the airline's brand. For instance, after the September 11, 2001, attacks, American Airlines retired Flight 11, which had been hijacked and crashed into the World Trade Center, and ceased using it on its traditional Boston-to-Washington route.^[36] Similarly, United Airlines permanently retired Flight 93 following its crash in Pennsylvania during the same events.^[37] This conservation has evolved as an informal industry norm since the 1970s, with airlines proactively avoiding numbers associated with superstition or cultural taboos to further enhance passenger comfort. Many carriers skip numbers like 13, considered unlucky in Western cultures, or 666, linked to biblical associations with the devil, opting instead for sequential alternatives. In Asia, where the number 4 phonetically resembles "death" in languages such as Mandarin and Japanese, airlines often bypass it entirely, while some also avoid 17 due to similar connotations in regions like Italy and parts of East Asia. These decisions are managed through internal databases that track active and reserved numbers, ensuring consistency across schedules without disrupting operations.^[2]^[38] The rationale behind these practices balances commercial branding with psychological considerations, as evoking negative associations could deter bookings and affect morale. Although there is no formal rule from the International Air Transport Association (IATA) mandating retirement or avoidance, the trend gained prominence in the 2000s amid heightened safety awareness campaigns following high-profile incidents, reinforcing airlines' commitment to proactive risk management beyond regulatory requirements.^[3]^[39]

Notable Examples

The standardization of flight numbering began in the mid-20th century under IATA, with conventions solidifying in the 1950s–1960s as global air travel expanded. Flight number 1 is often reserved by airlines for their most prestigious or flagship routes, a tradition originating in the 1930s when commercial aviation began standardizing numbered schedules to denote importance and reliability on key corridors.^[40] For American Airlines, AA1 serves as the daily transcontinental flight from New York (JFK) to Los Angeles (LAX), a route that gained historic prominence with the airline's first non-stop commercial jet service in 1959 using a Boeing 707.^[41] British Airways assigns BA1 to its signature London Heathrow (LHR) to New York JFK service, which historically operated the supersonic Concorde flights starting in 1976 and continues as a premium transatlantic offering.^[42] Similarly, Delta Air Lines uses DL1 for its high-profile New York (JFK) to London Heathrow (LHR) route; the carrier's first transatlantic service began to London in 1978.^[43] In cases of major incidents, airlines frequently retire specific flight numbers to prevent evoking traumatic memories among passengers and crew, applying conservation practices that prioritize sensitivity over reuse.^[3] A prominent example is Malaysia Airlines Flight MH370, which vanished on March 8, 2014, en route from Kuala Lumpur to Beijing, prompting the carrier to permanently retire MH370 and the adjacent MH371 from its Kuala Lumpur-Beijing schedule.^[3] Another instance involves ValuJet Flight 592, which crashed into the Florida Everglades in 1996 due to a cargo fire, leading to the number's immediate retirement and contributing to heightened safety regulations in the industry.^[36] Certain flight numbers have achieved cultural significance through media portrayals and public memory, often amplifying their symbolic weight beyond operational use. United Airlines Flight 93, hijacked during the September 11, 2001, attacks and crashed in Pennsylvania after passenger intervention, has been depicted in films such as Paul Greengrass's United 93 (2006), which dramatizes the onboard revolt and emphasizes themes of heroism and sacrifice.^[44] Superstitions also influence numbering, with carriers like Lufthansa avoiding the number 13 in flight assignments and aircraft seating to address triskaidekaphobia, the fear of the number 13, reflecting broader cultural sensitivities in aviation.^[45]

Extended Applications

Spaceflight

In spaceflight, mission designations serve as unique identifiers for spacecraft operations, adapting the concept of flight numbers to one-time or program-specific endeavors rather than recurring commercial routes. These designations typically consist of a program prefix followed by a sequential number, enabling systematic tracking across a series of launches. For instance, NASA's Space Transportation System (STS) program numbered its Space Shuttle missions sequentially, with STS-1 denoting the inaugural flight of the orbiter Columbia on April 12, 1981, which tested the reusable vehicle's orbital capabilities.^[46] The practice of sequential numbering originated in the 1960s with NASA's Gemini program, which bridged the single-seat Mercury missions and the more ambitious Apollo efforts through 12 flights designated Gemini 1 to Gemini 12 between 1964 and 1966. These missions focused on developing techniques for extended spaceflight, rendezvous, and extravehicular activity, with Gemini 3 marking the first crewed flight in March 1965. The Apollo program extended this system, assigning numbers from Apollo 1 to Apollo 17 across its 1961–1972 duration, where Apollo 11 achieved the historic first human Moon landing in July 1969. Contemporary programs continue the tradition; NASA's Artemis initiative, aimed at returning humans to the Moon, uses sequential designations starting with Artemis I, an uncrewed orbital test of the Orion spacecraft launched in November 2022, followed by the crewed Artemis II mission targeted for early 2026.^[47]^[48]^[49]^[50] Commercial spaceflight has adopted similar conventions, as seen in SpaceX's Commercial Resupply Services (CRS) missions to the International Space Station, numbered CRS-1 onward beginning with the Dragon spacecraft's debut delivery in October 2012. The European Space Agency (ESA), while primarily naming its robotic missions (e.g., Rosetta for comet exploration), integrates into joint human spaceflight efforts using partner numbering systems, such as contributing the service module for NASA's Orion spacecraft in the Artemis program. Unlike aviation flight numbers, which incorporate two-letter airline codes and numeric identifiers for specific routes under International Air Transport Association (IATA) guidelines, spaceflight designations are mission-centric, omitting carrier codes and emphasizing program context to denote objectives like orbital insertion or lunar transit.^[51] These numbering systems primarily support operational needs, including telemetry monitoring during flight, mission scheduling amid complex manifests, and clear public dissemination of progress within multi-year programs. Governed by space agencies like NASA rather than aviation bodies like IATA, they ensure unambiguous references for international collaborations, such as ESA-NASA partnerships, without the route-based repetition seen in air travel.^[46]

Other Contexts

In maritime transport, cruise lines and shipping companies employ voyage numbers to uniquely identify specific sailings or itineraries, paralleling the role of flight numbers in aviation by facilitating scheduling, tracking, and booking. For instance, Cunard Line designates voyages for its Queen Mary 2 with codes such as M506 for a particular transatlantic crossing,^[52] while the ship's inaugural voyage in 2004 was referred to as its maiden sailing number one from Southampton to Fort Lauderdale.^[53] Similarly, in rail transport, train numbers serve as identifiers for scheduled services; Eurostar, for example, assigns designations like ES9001 to its high-speed trains between London and Paris, enabling precise timetabling across international borders.^[54] Analogous systems appear in other ground-based services, such as bus operations, where companies like Greyhound use schedule numbers to denote specific trips along routes, often grouping them by range for efficiency in operations—for example, numbers in the low hundreds for major intercity paths like Los Angeles to Las Vegas.^[55] In military contexts, training exercises and operations incorporate numbered flight routes, particularly through Military Training Routes (MTRs) designated by the Federal Aviation Administration, such as IR-123 for instrument routes above 1,500 feet AGL or VR-456 for visual routes below that altitude, to coordinate low-level tactical flights while minimizing conflicts with civilian air traffic.^[56] These non-aviation numbering practices are generally less standardized than those in commercial aviation, lacking a centralized global authority equivalent to the International Air Transport Association (IATA); instead, they evolved organically from 19th-century rail scheduling innovations, such as George Bradshaw's comprehensive 1839 railway guide, which compiled detailed schedules to manage expanding networks amid the Industrial Revolution.^[57] In modern extensions, experimental drone delivery services have adopted flight numbering for operational tracking; Amazon's Prime Air program, initiated with public announcements in 2013 and first commercial deliveries in 2022, assigns internal flight identifiers to autonomous package drones during testing and routine operations in select U.S. locations. As of November 2025, operations have expanded to several U.S. cities, including San Antonio, Phoenix, and Tampa.^[58]^[59]^[60]

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Dec 8, 2016 · Retiring flight numbers after crash is mainly done to prevent the flight evoking negative emotions among future passengers.Why is an accident referred to by flight number instead of registration ...Which Airline don't use the Flight Number 191 anymore because of ...More results from aviation.stackexchange.com
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Air Transportation: American Airlines - Centennial of Flight
American Airlines took delivery of the first DST on June 8, 1936 and introduced the plane on the New York-Chicago route 17 days later. These services, named the ...
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Flight 1 - Fly the Branded Skies
Jun 9, 2013 · American Airlines made the first non-stop transcontinental commercial jet flight, between LAX and what is now JFK, on Jan. 25, 1959. ((Lobster ...<|control11|><|separator|>
[49]
British Airways' Famous BA1 Flight Number Returns
Oct 21, 2021 · Specifically, British Airways will operate flight BA1 from London (LHR) to New York (JFK) as the first flight that day. The 7hr45min flight is ...
[50]
How to Crack the Secret Code Behind Flight Numbers
Mar 25, 2022 · Although each airline has their own rules about how to assign numbers, no airline can use more than four digits for the flights. Every ...
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'United 93': Recent Painful History on Film - NPR
Apr 28, 2006 · United 93 takes an unflinching look at the events surrounding the hijacking of United Airlines Flight 93 on Sept. 11, 2001.Missing: portrayals | Show results with:portrayals
[52]
Here's Why Aircraft Don't Have A Row 13 - Simple Flying
Aug 6, 2023 · The number 17 is considered bad luck in Italy and Brazil, and, as a result, Lufthansa includes neither row 13 nor row 17 on its aircraft.
[53]
SpaceX Crew Dragon Splashdown Marks Success of First NASA ...
Mar 8, 2019 · Demonstration Mission-1 (Demo-1) was an uncrewed flight test designed to demonstrate a new commercial capability developed under NASA's ...Missing: NF- | Show results with:NF-
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Behind the Space Shuttle Mission Numbering System - NASA
Dec 5, 2016 · From STS-1 to STS-9, Shuttle missions had simply been numbered in sequential order. STS-1 was followed by STS-2, which was followed by STS-3.
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Project Gemini - A Chronology. Introduction - NASA
Project Gemini was the US's second manned space flight program, a bridge between Mercury and Apollo, with 10 manned missions in 1965 and 1966.
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Project Gemini - A Chronology. Part 1 (B) - NASA
Jan 3, 2025 · The first flight was now planned for late July or early August 1963 with six-week launch centers between the first three flights. Subsequent ...
[57]
Apollo Missions - NASA
- Apollo Missions - · Apollo 1 · Apollo 7 · Apollo 8 · Apollo 9 · Apollo 10 · Apollo 11 · Apollo 12 · Apollo 13.
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Artemis - NASA
With NASA's Artemis campaign, we are exploring the Moon for scientific discovery, technology advancement, and to learn how to live and work on another world.Artemis I mission · Artemis II · Artemis III · Artemis Partners
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[PDF] SpaceX CRS-6 Mission Press Kit - NASA
SpaceX CRS-6 is the sixth of at least 12 missions to the International Space Station that SpaceX will fly for NASA under the CRS contract. In December 2008, ...
[60]
Queen Mary 2 in numbers - Cunard cruise vacations
Nov 5, 2024 · Queen Mary 2 is the largest ocean liner ever built, with 1,353 staterooms, 14 decks, and is 62m tall, reaching 23 stories. It has 16km audible ...
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[PDF] THE MAIDEN VOYAGE: THE QUEEN MARY 2 ... - World Ship Society
Jan 12, 2004 · The Queen Mary 2's maiden voyage was from Southampton, England to Fort Lauderdale, Florida, from January 12, 2004 to January 26, 2004.<|separator|>
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Train timetable info Paris Gare du Nord to London St Pancras Int'l
Train number: ES 9007 · Train number: ES 9011 · Train number: ES 9015 · Train number: ES 9019 · Train number: ES 9023 · Train number: ES 9027 · Train number: ES 9031.
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What does the schedule number mean for greyhound buses? - Quora
Jul 8, 2019 · Several buses traveling (roughly) the same route usually have schedule numbers in the same range. For example, all buses between Los Angeles and ...
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Section 2. MTR Route Designation Criteria
MTRs that include one or more segments above 1,500 feet (AGL) must be identified by three number characters; e.g., IR206, VR207.
[65]
A brief history of the National Rail Timetable and its predecessors
Jun 11, 2007 · Early railway companies produced their own timetables but George Bradshaw (1801-1853) introduced a single guide to railways in 1839. It became ...
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Amazon Promised Drone Delivery in Five Years... Five Years Ago
Dec 3, 2018 · On December 1, 2013, Americans watched a segment on 60 Minutes about Amazon's plans to deliver packages by drone in just “four or five years ...Missing: numbering | Show results with:numbering
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How Amazon delivers packages using it's new drone MK30
Dec 11, 2024 · To reach the Prime Air team's standards, the drone went through 1,070 flight hours on more than 6,300 flights on the MK30: first with a tethered ...