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A Hawaii flight bound for the mainland turned back this morning, circling for three hours before safely landing back in Honolulu. The incident, involving an aging United narrowbody jet, raises fresh concerns—at least for regular Hawaii flyers at Beat of Hawaii—about reliability on long overwater routes, especially when older aircraft are still in rotation.

One concern hits especially close to home: this is the same route on United that Beat of Hawaii editors will soon fly in to San Francisco in economy. We plan to review the wide-body experience onboard the Boeing 777 aircraft, which is often scheduled on this morning’s flight from Honolulu to California. Today’s unexpected turn-back is a sharp reminder of just how unpredictable Hawaii flights can be.

The situation would have had additional real consequences for us. Beat of Hawaii editors are scheduled to connect in San Francisco to another United flight to London. Had this diversion occurred on our upcoming travel day, we would have missed that connection, setting off a chain reaction that would have affected our hotel stay, car rental, and more. Fortunately, we often practice what we preach here: trip insurance was purchased in advance. And had we been onboard today, it would have, without question, come into play.

As commenter Ronald W. said, “I’m surprised that they are having this much problems with the 757s even as aged as they are. Especially since ETOPS protocol comes into play.” That surprise—and concern—is clearly still relevant today.

What just happened.

The flight left the gate at Honolulu just before 7 a.m., departing slightly ahead of schedule. But within 10 minutes of flight, its path started to change dramatically. Instead of continuing east across the Pacific, the aircraft reversed course and began circling incessantly over the water.

Tracking data showed the plane—registration N57870—completing multiple loops east of Hawaii before returning to the airport around 10 a.m. Total flight time: about three hours. While no emergency was declared that we are aware of yet, and the landing appeared uneventful, the incident was anything but routine.

We were advised by a 757 pilot that while the aircraft can land overweight if necessary—unlike some models, it lacks a fuel-dumping system—doing so often requires a post-flight inspection. The crew may have chosen to burn off fuel either as a precaution or while troubleshooting. In Boeing cockpits, pilots are often seen “working the checklists,” manually stepping through procedures to isolate an issue. That’s a contrast to Airbus systems, which lean heavily on automation and systems management to identify and resolve anomalies.

An aging aircraft on the route.

The Boeing 757-300, used today, is a 22-year-old narrow-body jet often criticized for its dense seating and recurring maintenance concerns. While pilots praise its performance, passengers and reliability data tell a somewhat different story. Airlines have been working to retire this model, but ongoing delivery delays and fleet constraints have kept them flying—especially on Hawaii routes like this one that are sometimes considered less premium.

A history of Hawaii flight diversions.

This isn’t the first time we’ve seen problems on this route involving the same aircraft type. Past incidents include multiple mechanical turn-backs and inflight diversions often involving the 757.

See our prior coverage of the legendary Boeing 757 in Hawaii:

Is This Still the Reliable Workhorse? Another Hawaii-Bound Flight Diverts

Two Hydraulic Diversions in One Month: Same Hawaii Route

Hawaii Travel Was Forever Changed by Boeing 757

Each story adds to a pattern that continues to raise eyebrows for some including us. While today’s diversion was handled with aplomb, it’s another reminder that older aircraft operating long overwater routes remain a point of vulnerability. While we’ve enjoyed and in fact favorably reviewed the United 757 Hawaii experience before, in the future it wouldn’t be an aircraft we’d choose to fly.

What travelers should know.

If you’re like BOH editors, you may wish to start watching your flight in the days or weeks leading up to travel to check its recent performance. Tools like FlightRadar24 or FlightAware show aircraft assignments, departure patterns, and general reliability. It’s not foolproof, but it can give you a better idea of what to expect—and how to prepare.

Your turn.

Have you been on an aircraft that experienced a mid-flight diversion on a Hawaii route? Share your story and tips for navigating these unexpected changes. Do you check flights in advance to see what aircraft is being used? Does the type of plane affect how you plan your trip?

Your insights often reflect realities that aren’t shown on airline schedules—and they help others know what to expect when flying to or from the islands.

What’s next: Our widebody review.

This same route is set to return to widebody service soon, and Beat of Hawaii editors will be onboard to review the economy experience in detail. We’ll cover seating, service, inflight offerings, and what travelers gain or lose in the airline’s high-density configuration.

As we prepare to review the widebody experience on this Hawaii route, today’s diversion underscores why aircraft type matters so much for travelers. Stay tuned for our insights—and share yours in the meantime.

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McCoy Pavilion expected to reopen in early 2025!

After nearly five years of improvement projects and pandemic closures, the famed Lester McCoy Pavilion is expected to reopen in early 2025!

The popular facility has been closed since late 2019 due to several different improvement projects and the COVID-19 pandemic. Initially, the pavilion closed for a project to improve the Auditorium’s air conditioning. That was completed in the midst of pandemic closures, and rather than reopen the pavilion for a few months in-between projects (during which time we likely would not have been able to use it for public purposes) the Honolulu Department of Parks and Recreation decided to keep it closed until the next projects began.

The biggest issue, which caused the most significant delays, was the damage from the tree roots from the Banyan trees in the courtayrd. The Banyan Courtyard and Portico Building were built in 1937, with the encompassing McCoy Pavilion built in 1974. So these exceptional trees are nearly a century old, and planted on reclaimed land. Before the park was created the shoreline was located at what is now the makai edge of Ala Moana Boulevard. Because the park was constructed on reclaimed land, the subsurface soil is very shallow and sits on top of a coral shelf. The groundwater table is only 4-feet below the park’s finish grade. As a result, the large roots of the Banyan trees were forced to spread laterally instead of vertically to seek fresh water. These conditions over the past decades resulted in extensive damage within the hardened structures of the courtyard, auditorium/assembly area, park offices, portico building, and sewerlines.This includes the Banya Courtayrd ponds, which are not reflecting pools. Unfortunately the leaks are not being addressed with these projects so we will need to determine how to address that issue.

In total, there were four McCoy Pavilion projects tasked during this time, at a cost of $4.08 million in design with $10.5 million in construction.

We are hoping to have the last of these projects completed by early 2025, paving the way for its reopening. They include:

We appreciate the patience and understanding of Ala Moana Regional Park users and event organizers who have waited patiently for the reopening of this iconic facility. This includes the tennis and pickleball court players, utilizing the courts around the pavilion, who have been directly impacted by the construction.

Permitting at the "The People's Park"

Map of the ʻĀina Moana (Magic Island) picnic sites and facilities

Map of the picnic sites and facilities for the main portion of Ala Moana Regional Park

With 40 designated picnic sites across the 119 acres of Ala Moana Regional Park there is plenty of space for your to enjoy “the People’s Park!” You can use these facilities on a casual, first-come-first-served basis during regular park hours from 4 a.m. to 10 p.m. daily, or you can permit these locations if:

To begin the permit process, first call the friendly Ala Moana staff at 808-768-4611 to coordinate. Then fill-out a “Use of Park Facilities” application and submit it at least three weeks prior to your event. Then enjoy the park!

Improving Ala Moana Regional Park

Recent Park Improvement Projects

Previous Park Improvement Projects

ʻĀina Moana Exercise Equipment: Installed along the pathways near the lagoon. The project began in July 2018 and ended in August 2018

Park Trellis Improvements: Replaced the deteriorated frame that was removed for safety reasons in the 1990's. Project began in August 2018 and was finished in the beginning of 2019.

Diamond Head Bathhouse renovation project

Ala Moana Regional Park as we know it today rests on reclaimed land that was once swampy marshland. It was part of historic change in land-use, a large development of open areas needed for additional space beginning in the 1920's.

Structural construction of the park began soon after the land was created in the 1930's. A Sport Pavilion, Banyan Court, lawn bowling green, Bridle Path Bridge, and the Roosevelt entry Portals were some of the initial park ammenities. The two ponds and drainage canals were additionally dredged around 1932 for both aesthetic and the practical purpose of control local water run-off. The park was dedicated in 1934 by then president Franklin Delano Roosevelt and dubbed "The People's Park".

Following the use of the park as a military battery and staging area during WW II, the park experienced restoration and evolution throughout the 1990's. Beginning in 1954, the mile-long sandy beach fronting the park was constructed. Today that beach requires periodic sand replenishment due to erosion. Nourishing the beach is an element of the Master Plan. From 1957 to 1961 several park features were added, including concession and bathhouse facilities at both the Diamond Head and Ewa ends of the park. In 1962, the 47-acre ʻĀina Moana (Magic Island) was constructed. Originally conceptualized as a major resort area, it was later added to the park as additional open space. 1975 saw the addition of McCoy Pavilion and later in the 1990's additional bridges were added over the canals.

In 1988, the park was added to the State Register of Historic Places. Preservation and restoration of these structures is a key element of the current Master Plan.

Today, the significance of the park remains paramount in the lives of local residents and visitors. As one of the state’s oldest and busiest parks, currently seeing an estimated four million users every year, Ala Moana Regional Park has become an integral part of our island community. The city hopes this facility will continue to be a resource that the public treasures, all while hosting annual events, such as the Lantern Floating Hawaiʻi ceremony and Independence Day fireworks, and special occasions, such as the return of the Hōkūleʻa.

The purpose of the EISPN for the Master Plan is to outline a variety of short and long-term projects and park improvements to restore, revitalize, and enhance Ala Moana Regional Park, including ʻĀina Moana (Magic Island). Proposed actions include:

Hawaii’s longest domestic flight, a nonstop journey spanning over 5,000 miles, will be discontinued in April by one of the two major airlines serving the Boston to Honolulu route. Delta started flying this route three months ago and is already calling it quits.

Even featuring Shake Shack burgers was not enough for Delta to compete with Hawaiian Airlines, which began flying from Boston in 2019. This unexpected decision leaves travelers with just one option and raises concerns about the viability of this and other ultra-long routes to Hawaii.

The challenge of operating Hawaii’s longest route.

This flight was ambitious for Delta and speaks to insufficient demand for two airlines to cover the route. From the outset, the route faced logistical and financial hurdles.

To retain profitability, ultra-long domestic flights require careful route planning and high demand across both economy and premium cabins. While initial excitement surrounded Delta’s launch, sustaining the operation proved a more significant challenge.

Why this Hawaii flight disappeared.

Delta initially planned to suspend service during the off-season, with flights scheduled to resume later in the year. However, a recent update we confirmed shows that the scheduled return has been removed, casting doubt on whether the route will ever operate again.

Several factors likely contributed to this decision.

Operational costs were a primary consideration. Maintaining a nonstop flight of this length is expensive and requires significant resources and aircraft availability.

Fuel costs alone make it difficult to justify without strong revenue streams. This spring, fares on the route dropped as low as $249 each way, arguably not enough to cover fuel and other costs.

Competition may have played a role. Hawaiian Airlines continues to serve this route and has built a presence in the market. Splitting demand between two carriers may have made profitability difficult, which may be enough to keep Alaska/Hawaiian operating on that route. Time will tell whether they will continue to serve Boston from Honolulu.

Demand fluctuations also matter. While nonstop flights are convenient, many travelers opt for one-stop options that provide flexibility in pricing and scheduling. Seasonal shifts in demand also make year-round service challenging to sustain.

The last airline standing is also offering $249 fares.

Despite increased competition and falderal in recent months, Hawaiian is committed to maintaining the service. Earlier this year, it announced additional flight frequency during peak travel months, signaling some confidence in long-term viability.

However, history suggests that airfare tends to rise when a competing airline exits a Hawaii route. Without a second airline in the market, travelers may see fewer $249 discount fares and reduced availability of award seats for those using frequent flyer miles.

A route once poised for competition.

Just months ago, this route was the stage for a high-profile battle between two airlines, each trying to win over Hawaii travelers. In November 2024, Beat of Hawaii reported on Delta’s entry into the Boston–Honolulu market, a direct challenge to Hawaiian Airlines’ dominance on the longest domestic flight in the U.S.

Both airlines marketed their competing Airbus A330 offerings at the time—Delta with its Delta One Suites and premium economy, and Hawaiian with its island-inspired service and extra-legroom seating. Delta even introduced Shake Shack burgers in its premium cabin, which made headlines but raised questions about whether novelty offerings could sway loyalty in the ultra-long-haul Hawaii market.

What travelers should consider next.

For those who relied on this flight, the immediate impact is clear—fewer options and a likely shift in pricing dynamics. However, alternatives still exist.

Don’t wait to book ahead to secure the best airfares before pricing changes. One-stop routes remain another option. Several airlines offer connecting flights that allow for more flexibility in pricing and scheduling. Travelers using airline miles should book soon, too.

Could Delta Air Lines return to the route?

While this appears to be a final decision, airlines have been known to re-enter markets when demand and competitive conditions change. A future return is possible if strong passenger interest or a strategic shift occurs, such as Alaska/Hawaiian exiting the route.

For now, travelers hoping for a nonstop flight on this route can rely on Hawaiian Airlines for their travel needs.

Comments welcome!

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