A UPS Boeing 767 aircraft (Photo: AirlineGeeks | Katie Zera)
UPS is looking to hire more than 300 pilots to support an anticipated increase in air cargo demand driven by a new multi-year contract from the U.S. Postal Service, according to the union representing the company’s air crews.
“The Independent Pilots Association Executive Board was informed that UPS HR is resuming their pilot hiring process to account for the additional volume surge that will occur as the year progresses,” the union said in a statement shared with FreightWaves. “The initial projected estimate for hiring is expected to be 300+ additional crew members, which is subject to adjustment once the network plan for the additional USPS volume is finalized.”
The Independent Pilots Association is the bargaining representative for about 3,200 pilots at UPS.
UPS beat out FedEx Express on Monday for the five-and-a-half-year Postal Service contract, which FedEx had held for more than 20 years. The call for pilots runs counter to initial assessments from analysts that UPS would need to add few, if any, aircraft to support the Postal Service because of its ability to lean on its high-performing linehaul truck network to move a portion of the volume. FedEx has acknowledged recent difficulties turning a decent profit on its postal business and UPS was expected to address that by running a leaner air network.
UPS also gave buyout packages last year to 193 of the most senior pilots to reduce costs amid a downturn in the parcel market.
Spokeswoman Michelle Polk confirmed UPS is recruiting 170 pilots, as currently posted on its external job boards.
The hiring number provided by the union covers the number of pilots UPS is likely to hire over the next year or so. A source familiar with pilot scheduling and staffing said UPS has to phase in new pilots because there isn’t enough capacity to train a full cohort at once.
Postal flights are primarily operated during the daytime, opposite the express overnight network.
The Postal Service has prioritized moving mail by ground as much as possible over the past three years, resulting in a $500 million reduction in revenues for FedEx during that time. FedEx realized $1.6 million in revenue during fiscal year 2023 from its air contract with the mail agency, according to research by David Hendel, a transportation attorney at Culhane Meadows.
UPS has about 292 freighters in its mainline fleet, which is 43% smaller than FedEx’s. FedEx also has about 2,400 more pilots than UPS.
There is no indication that UPS will slow the phase out of its aging MD-11 fleet. The company last year retired six of the aircraft and plans to remove more than that amount this year. The MD-11s are being replaced by 767 freighters. UPS has 21 more 767s on order from Boeing.
Editor’s Note: This story first appeared on FreightWaves.
AirlineGeeks.com was founded in February 2013 as a one-person blog in Washington D.C. Since then, we’ve grown to have 25+ active team members scattered across the globe. We are all here for the same reason: we love deep-diving into the fascinating realm of the airline industry.
Embraer's E190-E2 at the 2022 Farnborough Airshow (Photo: AirlineGeeks | William Derrickson)
Editor’s Note: AirlineGeeks is excited to launch our ‘Livery of the Week’ series. Every Friday, a team member will share an airline livery, which can be from the past, present, or even a special scheme. Some airline liveries are works of art. The complexity associated with painting around critical flight components and the added weight requires outside-the-box thinking from designers. The average airliner can cost upwards of $200,000 to repaint, creating a separate aircraft repainting industry as a result.
Have an idea for a livery that we should highlight? Drop us a line.
Brazilian aircraft manufacturer Embraer has a history of using striking designs to showcase its new airplanes. Particularly eye-catching were its “Profit Hunter” series, featuring animal motifs painted on the fuselages of E-190 E2 demonstration aircraft.
The most famous of these was likely the shark livery. This ferocious great white shark design garnered significant attention during the E190-E2’s world tour in 2018. Nicknamed the “Profit Hunter,” the aircraft visited locations around the globe, turning heads wherever it landed.
The Tiger Design
Embraer didn’t stop there. The company also rolled out an E190-E2 emblazoned with a striking tiger design, showcasing the aircraft at the 2018 Singapore Air Show. These weren’t the only creatures to take flight on Embraer jets. A snow leopard and an eagle also adorned other E2 demonstrators during this promotional campaign.
An Embraer E190-E2, with the front section decorated as a tiger head, on display during the Singapore Airshow in 2018. (Photo: Shutterstock)
The purpose of these eye-catching liveries was two-fold. First, they undoubtedly grabbed attention, generating interest in Embraer’s new E-Jet E2 line. Second, the chosen animals – the tiger, shark, eagle, and snow leopard – all possess qualities associated with efficiency, power, and grace, mirroring the characteristics Embraer hoped to highlight in their new aircraft.
While these unique liveries were only used on demonstrator aircraft, they certainly made a lasting impression.
Looking for a new airplane model? Head over to our friends at the Midwest Model Store for a wide selection of airlines and liveries.
Ryan founded AirlineGeeks.com in February 2013 and has spent more than a decade covering the airline business. His work has been featured by CNN, WJLA, CNET, and Business Insider. His aviation experience spans airport operations, Part 135 regulatory compliance, and airline crew workforce planning, along with time behind the yoke of a Cessna 172 and interviews with airline executives. Ryan now serves as Group President of Firecrown Media’s Aviation Group. He holds a B.S. in Air Transportation Management and an MBA from Arizona State University and teaches Airline Management at Embry-Riddle Aeronautical University.
A Turkish Airlines Boeing 787-9 Dreamliner. (Photo: AirlineGeeks | Katie Zera)
At a press conference today, Turkish Airlines announced a new nonstop service between Denver and Istanbul, beginning on June 11, 2024. This flight, scheduled at 6,130 miles, will be around 400 miles longer than the current longest flight from Denver, United’s nonstop flight to Tokyo.
The outbound flight from Denver to Istanbul departs at 7:35 p.m. and arrives at 4:15 p.m. local time. The return flight leaves Istanbul at 1:55 p.m. with a 5:40 p.m. arrival in Denver. The carrier’s Airbus A350-900 aircraft will operate the route thrice weekly.
Economic Impact
The new service, according to the release by the Denver Airport, is estimated to “produce more than $54 million in annual economic impact to Colorado’s economy and support the creation of approximately 350 new jobs across the state, generating more than $21 million in additional wages.” This is a huge win for the city, amid the continued growth pattern demonstrated by the airport. In February 2023, a 21-person delegation from the City visited Ethiopia in an effort to persuade Ethiopian Airlines to commit to starting service to Denver.
Denver Mayor Mike Johnston stated that Turkish “is the most connected airline in the world” while adding that the flight “not only opens Denver to Istanbul and Turkey, [but] also opens up opportunities for us into India, Africa, and the Middle East.”
Turkish is the 26th airline to serve Denver, and the 14th U.S. destination for the carrier. Turkish joins Air Canada, Copa Airlines, and Lufthansa as international Star Alliance carriers at Denver, which serves as an important hub for United.
Ever since he was a kid, Arya has been interested in aviation. With his entire family overseas, he has taken many family trips worldwide to places like the United Kingdom and India. He lives in Colorado but attends The University of Alabama, studying Computer Engineering with a minor in Computer Science. He hopes to obtain his PPL and eventually translate his engineering degree to working in operations at an airline.
Rolls-Royce Begins Pearl 10X Engine Flight Tests
Rolls-Royce's new Pearl 10X turbofan engine has begun its flight testing phase becoming the newest member of the Pearl engine family.
Rolls-Royce's newest engine on a testbed aircraft (Photo: Rolls-Royce)
Rolls-Royce recently announced a significant milestone today with the commencement of flight testing for its Pearl 10X turbofan engine. This powerful engine — designed to propel Dassault Aviation’s ultra-long-range Falcon 10X business jet — is taking flight aboard a specially equipped Boeing 747-200 testbed in Tucson, Ariz.
The Pearl 10X represents the latest addition to Rolls-Royce’s successful Pearl engine family, following the Pearl 15 used in Bombardier’s Global 5500/6500 and the Pearl 700 powering the Gulfstream G700/G800. This 18,000-pound-thrust engine is set to undergo a rigorous flight test program designed to comprehensively evaluate its performance and handling capabilities.
Pushing The Limits
According to Rolls-Royce, the flight test program will encompass various aspects of engine performance and handling. Engineers will conduct checks at various speeds and altitudes, replicating real-world flight conditions experienced by business jets. They will also assess the engine’s ability to relight in flight, a crucial safety feature.
Additionally, the program will evaluate the nacelle’s anti-icing system during low-temperature scenarios to ensure optimal operation in all weather conditions. Fan vibration will be meticulously measured to guarantee smooth and efficient engine operation.
“All the tests completed to date confirm the reliability of the engine and show it will meet the performance requirements to power Dassault’s flagship, the Falcon 10X, “Philipp Zeller, Rolls-Royce’s Senior Vice President for Dassault Business Aviation, said.
Building On Ground Testing Success
The flight testing phase follows a successful ground testing program that accumulated over 2,300 test hours. These tests focused on both the Advance2 core demonstrator, a key component of the engine, and the complete Pearl 10X configuration in its entirety.
Ground testing yielded promising results, particularly regarding the engine’s environmental performance. The Pearl 10X features an ultra-low-emissions AL combustor, which Rolls-Royce claims is compatible with 100% sustainable aviation fuel. This innovation paves the way for cleaner air travel and aligns with the industry’s growing focus on sustainability.
Additionally, the new accessory gearbox on the Pearl 10X enables a higher level of additional power extraction, ensuring ample power for onboard systems during flight, while boasting a 5% improvement in efficiency and lower noise emissions compared to Rolls-Royce’s previous BR700-series business jet engines.
“The extensive ground testing program provided valuable data on the Pearl 10X’s performance and emissions profile,” Zeller said. “We are confident that the engine will deliver the exceptional performance, efficiency, and environmental compatibility that Dassault demands for its Falcon 10X.”
The initiation of this flight testing program signifies a major step forward for the Pearl 10X engine. This powerful and environmentally conscious engine is poised to propel the next generation of ultra-long-range business jets.
Tolga is a dedicated aviation enthusiast with years of experience in the industry. From an early age, his fascination with aviation went beyond a mere passion for travel, evolving into a deliberate exploration of the complex mechanics and engineering behind aircraft. As a writer, he aims to share insights , providing readers with a view into the complex inner workings of the aviation industry.
Boeing Shells Out $160M to Alaska After Door Plug Blowout
Alaska Airlines estimates its pretax profit would have been 80% higher in Q1 compared to Q1 2023 if the incident on Flight 1282 hadn’t occurred.
An Alaska Airlines 737 MAX 9. (Photo: AirlineGeeks | Katie Zera)
Alaska Airlines told investors in a Securities and Exchange Commission (SEC) filing that it received about $160 million from Boeing in “initial compensation” after a door plug blew off a 737 MAX 9 during a January flight.
The Q1 money makes up for financial damages caused by the Alaska flight 1282 incident and subsequent 737 MAX 9 groundings, the filing says. All 737 MAX 9 aircraft were grounded by the Federal Aviation Administration (FAA) after a door-plug panel blew off the aircraft during the flight from Portland to Ontario on Jan. 5.
Boeing is expected to pay more money, but the terms are confidential, the filing says.
Alaska’s operation was significantly impacted by the incident. The airline projects its Q1 adjusted pretax profit would have improved approximately 80% over Q1 2023 if the incident hadn’t occurred. Instead, the airline lost $160 million after the incident due to lost revenue, irregular operations, and restoring its fleet.
Still, February and March finished above the airline’s original pre-grounding expectations due to network adjustments, strong demand, and continued recovery of West Coast business travel.
“As a result of our revised accounting treatment, Q1 adjusted loss per share will not include the Boeing compensation, and is expected to be approximately ($1.15) to ($1.05). This reflects approximately ($0.95) cents of lost earnings due to Flight 1282 and the 737-9 MAX grounding lost profits,” the filing says.
Brinley Hineman covers general assignment news. She previously worked for the USA TODAY Network, Newsday and The Messenger. She is a graduate of Middle Tennessee State University and is from West Virginia. She lives in Brooklyn with her poodle Franklin.
Hainan Airlines Eyeing Airbus A330neo Order
A recent stock filing for cabin galley orders suggests that China's Hainan Airlines will soon order A330-900neo aircraft.
A Hainan Airlines A330-300 in Berlin (Photo: AirlineGeeks | Fabian Behr)
A recent stock filing has suggested that Hainan Airlines is on track to acquire Airbus A330-900neos from Airbus. The company reportedly approved a purchase of 20 sets of kitchen galleys from Safran for A330-900s in a March 29 filing to the Shanghai Stock Exchange, suggesting that the airline could be purchasing up to 20 of the type in the near future.
Rumored Undisclosed Customer
HNA Group, the parent company of Hainan Airlines, was believed to be the undisclosed customer for 40 A330neos firm orders that were previously announced and already in the backlog. The unidentified customer has since halved the order to 20 aircraft in 2022, and there is no confirmation if it is indeed Hainan Airlines.
A Hainan 787 Dreamliner in Los Angeles (Photo: AirlineGeeks | William Derrickson)
HNA Group has since gone through significant restructuring after bankruptcy, having gone into trouble even before the pandemic due to shareholder issues. As part of the restructuring, HNA Aviation, which controls all of the airline business of HNA Group, was acquired by Liaoning Fangda Group in late 2021.
Liaoning Fangda Group also made investments in Hong Kong Airlines, which was a part of HNA Group but not a part of the acquisition. Other airlines that were previously a part of the group, such as Tianjin Airlines, have since been acquired or partially taken over by other companies as a part of the restructuring.
Current Widebody Fleet
The airline downsized significantly during the same period of restructuring, retiring its entire relatively new A350 fleet and a number of 787 Dreamliners. The current widebody fleet comprises 38 Dreamliners, with 10 units of the 787-8 variant, the remaining being 787-9s, and 28 Airbus A330s. The carrier has nine A330-200s, but five of them are currently parked.
Hainan’s A330-300s, which is the predecessor of the A330-900s, have an average age of 8.3 years. Chinese carriers are home to some of the youngest A330ceos in the world. Its production was discontinued in 2019 in favor of the newer NEO series, which several airlines have ordered to replace their A330s.
The airline has made some significant progress since its bankruptcy and the COVID-19 pandemic, which limited Chinese carriers’ ability to operate international services. At the start of the IATA 2024 summer season, the airline made its return to Seattle and Dublin from Beijing. The airline will also resume Shanghai to Brussels later this year. At the same time, new destinations, such as Cairo, are being launched by the carrier as it expands its footprint once again.
Anthony is an aviation enthusiast who grew up around the world from St. Louis to Singapore, and now lives in Amsterdam. He loves long-haul flying and finds peace in the sound of engine cruising. He aspires to share his passion for the sky though writing and providing another angle on the stories.
Trip Report: Crossing the Pacific in ANA’s Boeing 787-9 Business Class
ANA offers a solid soft and hard products during as shown on this recent Business Class trip onboard their Boeing 787-9.
ANA Boeing 787-9 Dreamliner Business Class cabin (Photo: AirlineGeeks | Andrew Chen)
On a recent trip to Asia, I had the opportunity to fly in Business Class on an All Nippon Airways (ANA) Dreamliner Boeing 787-9. I had not flown on a Japanese airline since the COVID-19 pandemic and was keen to try out the product.
When it comes to service and passenger experience, ANA is widely considered to be one of the top airlines in the world. Although my flight would not feature the airline’s newest Business Class seat – “The Room” – I was still keen to see what the airline had in store.
My flight would take me from Vancouver International Airport to Tokyo’s Haneda International Airport with a flying time of close to eleven hours. ANA is the only carrier to fly between these two airports, but Air Canada, Japan Airlines and Zipair offer service from Vancouver to Tokyo Narita International Airport.
Check-In and Security
I arrived in Vancouver on a connecting flight and therefore did not need to visit the check-in desks. However, I went to take a look at what the experience would have been like. When I arrived, check-in had not started yet and there were a few dozen people waiting in the Economy Class check-in line. The Business Class line, however, was empty. Had I needed to check-in or drop my bags at the counter, I would have not had to wait once the counter opened.
ANA check-in area at Vancouver International Airport (Photo: AirlineGeeks | Andrew Chen)
Similarly, there were very few people at the international security checkpoint. There was a short line that moved very quickly, meaning that we got through security within a few minutes.
Entrance to the international security (D Gates) checkpoint at YVR (Photo: AirlineGeeks | Andrew Chen)
As a side note, it is possible to make an airside connection from a domestic flight to an international flight in Vancouver. However, we had a long layover and chose to leave the secure area and go into the city for lunch.
Two Lounge Options
ANA Business Class passengers have two lounge options in Vancouver: the Air Canada Maple Leaf Lounge and the Plaza Premium Lounge. Of course, I had to check out both.
Air Canada’s Maple Leaf Lounge is located immediately past the international security checkpoint. There are three Maple Leaf Lounges at Vancouver International Airport, with the other two being located in the domestic terminal and the transborder terminal (for flights to the United States).
Entrance to the international Air Canada Maple Leaf Lounge at YVR (Photo: AirlineGeeks | Andrew Chen)
There were multiple different types of seating throughout the Maple Leaf Lounge, including high-top tables, lounge chairs and bar seating. The lounge also offered shower rooms, quiet rooms and fantastic views of the ramp. We were there in the early afternoon, and it was fairly empty at the time.
Seating area in the international Air Canada Maple Leaf Lounge at Vancouver International Airport (Photo: AirlineGeeks | Andrew Chen)
Window seating at the international Maple Leaf Lounge in Vancouver (Photo: AirlineGeeks | Andrew Chen)
The food selection was not huge, but there were still a variety of options available. There was a small selection of self-serve hot food options, a salad bar and a selection of pastries and desserts. On the other side of the food area, there was a staffed counter that offered a few other prepared options like a butter chicken bowl and tacos. The lounge also had a full-service bar.
Food selection at the international Maple Leaf Lounge in Vancouver (Photo: AirlineGeeks | Andrew Chen)
YVR international Maple Leaf Lounge bar (Photo: AirlineGeeks | Andrew Chen)
After a brief stay in the Maple Leaf Lounge, I went to check out the other lounge option. The international terminal Plaza Premium Lounge in Vancouver is currently being renovated, and the company has therefore set up a temporary location near Gate 68. The space is essentially a part of the terminal that cordoned off for use by lounge guests. The divider is a temporary half-wall so the lounge felt like much of the rest of the terminal, albeit with slightly better seating.
Seating in the YVR temporary international Plaza Premium Lounge (Photo: AirlineGeeks | Andrew Chen)
There was a fridge with salads, yogurt, fruit, desserts and drinks right beside the main entrance. On the other side of the lounge, there was a small selection of hot food options and bread.
Cold food and drinks fridge at the temporary international Plaza Premium Lounge in Vancouver (Photo: AirlineGeeks | Andrew Chen)
Hot food and bread selection at the temporary international Plaza Premium Lounge at Vancouver International Airport (Photo: AirlineGeeks | Andrew Chen)
Like the Maple Leaf Lounge, the Plaza Premium Lounge was sparsely populated. The space did not offer much beyond a few simple food options and a cordoned-off seating area. It did, however, have sweeping views of the north side of the terminal and the airport’s north runway.
Vancouver’s Gorgeous International Terminal
I am a big fan of Vancouver’s international terminal. The airport has a modern feel but also features warm design elements like a blue-green carpet that represents logs flowing down a river, as well wood paneling throughout the terminal. The indoor river and aquarium also wow me each time I go through the terminal.
Inside Vancouver International Airport’s international departures pier (Photo: AirlineGeeks | Andrew Chen)
This was also my first time seeing the new Pier D expansion. The addition to the international terminal added eight new gates and a new glassed-in open-air atrium. Unfortunately, the atrium was closed when I visited.
Seating area in Vancouver International Airport’s Pier D expansion (Photo: AirlineGeeks | Andrew Chen)
View of the temporary Plaza Premium Lounge and open-air atrium at YVR’s international Pier D expansion (Photo: AirlineGeeks | Andrew Chen)
Aircraft and Boarding
My flight was operated by a three-year-old Boeing 787-9, registered as JA925A. The aircraft was delivered to ANA from Boeing’s Charleston, S.C. facility in April 2021 and has been with the airline ever since.
In true Japanese fashion, boarding began exactly as scheduled. Our flight left from Gate D70. The team of gate agents ensured that passengers were boarding by zone, and the process seemed to move very efficiently.
ANA Boeing 787-9 JA925A at Vancouver International Airport (Photo: AirlineGeeks | Andrew Chen)
ANA Boeing 787-9 Business Class Seat
The airline has two configurations for its international Boeing 787-9s. Our aircraft had a total of 246 seats, with 40 in Business Class, 14 in Premium Economy Class and 192 in Economy Class. The other configuration has 215 seats in total, with a higher ratio of premium seats. ANA also has high-density 787-9s with 375 seats for use on domestic flights.
ANA Boeing 787-9 Business Class seats (Photo: AirlineGeeks | Andrew Chen)
Each Business Class passenger had a lie-flat seat with direct aisle access.
ANA Boeing 787-9 Business Class seat (Photo: AirlineGeeks | Andrew Chen)
There was a large table beside each seat, along with a literature pocket, a remote control, a reading light and a headphone jack. A power plug and USB-C charging port were also conveniently located beside the seat above the table. There was also a “do not disturb” button that would turn on a light that was visible to flight attendants passing by.
Literature pocket, reading light, charging ports, headphone jack and remote control on ANA’s Boeing 787-9 Business Class seat (Photo: AirlineGeeks | Andrew Chen)
Immediately below the large table area was another table that swung out in front of the seat, as well as controls for the seat. These are the seats that were introduced when ANA first introduced Boeing 787-9s on international routes in 2015, and certain seat elements like the seat control buttons and the design of the remote control show the product’s age. Although it appeared to be a bit outdated compared to what is on offer with some competitors, the seat appeared to be in good condition and offered the space and recline that passengers would expect in a long-haul business class product.
Seat controls and table storage in ANA’s Boeing 787-9 Business Class (Photo: AirlineGeeks | Andrew Chen)
The seats were laid out in a staggered configuration. This meant that the window seats alternated between “true” window seats and seats that were closer to the aisle. I was seated in Seat 3A, a “true” window seat that gave me better window access and more privacy than the even-numbered seats on the left side of the aircraft. On the right side of the aircraft, the even-numbered seats are the “true” window seats.
ANA Boeing 787-9 Business Class window seats (Photo: AirlineGeeks | Andrew Chen)
Departure from Vancouver
A flight attendant came around with pre-departure beverages, offering a choice between orange juice and sparkling wine.
ANA Business Class pre-departure drink (Photo: AirlineGeeks | Andrew Chen)
We pushed back as scheduled for an on-time departure and taxied out to Runway 08R for an eastbound departure from Vancouver.
An afternoon departure from YVR on board an ANA Boeing 787-9 (Photo: AirlineGeeks | Andrew Chen)
Dinner Service
The main meal service began around 45 minutes after departure. Flight attendants came around with pre-packaged wet towels. Given the prevalence of hot towels in Japan, I was surprised that ANA had not brought these back yet.
ANA Business Class menu and moist towelette (Photo: AirlineGeeks | Andrew Chen)
There were two meal options available: a “Japanese Cuisine” option and an “International Cuisine” option. Within the international menu, there were two main courses on offer: braised beef short ribs and sauteed Chilean sea bass. I went with the Japanese selection.
ANA Business Class drinks menu (Photo: AirlineGeeks | Andrew Chen)
ANA Business Class drinks menu (Photo: AirlineGeeks | Andrew Chen)
ANA Business Class drinks menu (Photo: AirlineGeeks | Andrew Chen)
ANA Business Class YVR-HND menu (Photo: AirlineGeeks | Andrew Chen)
ANA Business Class YVR-HND menu (Photo: AirlineGeeks | Andrew Chen)
Dinner began with a beverage service, and I went with ANA’s original “aromatic kabosu” non-alcoholic drink. Kabosu is a citrus fruit closely related to yuzu and I found the drink to be sweet with a light citrusy flavor.
ANA’s original “aromatic kabosu” citrus drink (Photo: AirlineGeeks | Andrew Chen)
The beverage service was followed by the amuse-bouche, which was the same for both the Japanese and international menus: smoked salmon with cauliflower and a duck and cheese canape.
Amuse-bouche: duck and cheese canape & smoked salmon with cauliflower (Photo: AirlineGeeks | Andrew Chen)
Then came a tray consisting of the next three items on the menu. There were a variety of Japanese dishes, ranging from sashimi slices to simmered abalone. Overall, I quite enjoyed the selection. The sashimi and kelp were particularly nice, but the deep-fried scallops were soggy and the lobster was very tough.
ANA Business Class Japanese appetizers (Photo: AirlineGeeks | Andrew Chen)
Next was the main course, which was a poached pork dish served with rice, miso soup and pickled vegetables. This course was very tasty.
Main course of poached pork, served with rice, pickled vegetables and miso soup (Photo: AirlineGeeks | Andrew Chen)
Finally, the flight attendants came around with dessert. Although there were three options listed on the menu (fruit, cheese and cake), they only offered the mango cake.
ANA Business Class mango cake (Photo: AirlineGeeks | Andrew Chen)
Inflight Entertainment
Business class seats ANA’s Boeing 787-9s have 18-inch touch screens. The screen can also be controlled with the wired remote control beside the seat. There were around 150 movies and a selection of shows and games, as well as a moving map. While the system was responsive and generally worked well, the interface and overall appearance felt a bit outdated.
18-inch touch screen in ANA’s Boeing 787-9 Business Class cabin ANA Boeing 787-9 Business Class window seats (Photo: AirlineGeeks | Andrew Chen)
WiFi was also available for a fee. ANA’s Boeing 787-9s have the airline’s second-generation WiFi, provided by Panasonic Avionics. Three different plans based on usage time were available.
ANA Boeing 787-9 WiFi Pricing (Photo: AirlineGeeks | Andrew Chen)
I had no need for WiFi on this flight and therefore did not have the chance to test the speeds and reliability.
Amenities: Slippers, Headphones and Amenity Kit
Each passenger got a pair of slippers, headphones and an amenity kit. The slippers came with a mini shoehorn, which was a nice touch. The headphones had active noise reduction but otherwise felt fairly cheap.
ANA Business Class slippers, headphones, amenity kit, blanket and mattress pad ANA Boeing 787-9 Business Class window seats (Photo: AirlineGeeks | Andrew Chen)
The amenity kit itself was from luxury luggage provider Globe Trotters. Inside the kit, I found an eye mask, ear plugs, a toothbrush with toothpaste, and L’Occitane en Provence body milk and lip balm.
ANA Business Class amenity kit contents (Photo: AirlineGeeks | Andrew Chen)
Lavatories
There were three lavatories available to Business Class passengers: one at the front of the aircraft and two between the two Business Class cabins. Additional toiletries were on offer in the lavatories, including mouthwash and cleaning wipes. The toilets also had bidets – a unique feature only seen on Japanese airlines. The lavatories were kept very clean throughout the flight.
ANA Boeing 787-9 Business Class lavatory with a bidet feature (Photo: AirlineGeeks | Andrew Chen)
ANA Boeing 787-9 Business Class lavatory sink area (Photo: AirlineGeeks | Andrew Chen)
Between the two main cabins, there was a small table where the flight attendants set up a basket with toiletries and some chocolates.
Toiletries and chocolates on a table mid-flight (Photo: AirlineGeeks | Andrew Chen)
Lie-Flat Seat Bed Transformation
After finishing a movie, I figured that it was time to get a bit of rest. Since the flight arrived in the evening, I did not want to get too much sleep, but I was still fairly tired from an early wakeup that morning.
Along with the slippers, headphones and amenity kit, I found a mattress pad, blanket and pillow on my seat during boarding. I stored the mattress pad and blanket in the overhead bin until it was time for bed.
ANA Boeing 787-9 Business Class lie-flat bed (Photo: AirlineGeeks | Andrew Chen)
The setup was fairly comfortable and I was easily able to get a few hours of sleep. I am not a particularly large person but I think some people might find the footwell to be a bit narrow.
Pre-Arrival Meal Service
Approximately two hours before landing, the second meal service began. This consisted of a light meal, once again with “Japanese Cuisine” and “International Cuisine” choices. I picked the Japanese option again, which featured grilled salmon served with vegetables and rice. I thoroughly enjoyed this meal as well.
ANA Business Class pre-arrival meal (Japanese option) (Photo: AirlineGeeks | Andrew Chen)
Service
As expected with a Japanese airline, the service on this flight was fantastic. The flight attendants were consistently friendly and polite, staying true to the famous Japanese service culture. They were attentive throughout the flight and made regular passes through the cabin to check on passengers.
Arrival
We descended through the dark Pacific skies before landing on Haneda Airport’s Runway 23. Most international flights at Haneda arrive at Terminal 3, formerly known as the International Terminal, but ANA began operating some international flights out of a newly renovated part of Terminal 2 in March 2020. After only two weeks, those operations ceased due to the COVID-19 pandemic and the international area of Terminal 2 did not reopen to flights until the summer of 2023. The international wing therefore felt brand-new.
Haneda Airport Terminal 2 international area (Photo: AirlineGeeks | Andrew Chen)
After exiting the renovated international part of the terminal, the fact that the building was two decades old became more apparent.
Landside at Haneda Airport Terminal 2 (Photo: AirlineGeeks | Andrew Chen)
Final Thoughts
I had a fantastic flight on ANA’s Boeing 787-9 Business Class. While some parts of the seat seem a bit outdated, it still had everything I would expect from a long-haul business class product. Meanwhile, the airline provided solid catering and amenities, and the cabin crew delivered stellar service. I had an excellent experience overall and am glad to see ANA continuing to live up to its reputation as one of the top full-service carriers in the world.
ANA Boeing 787-9 Business Class cabin after arriving in at Haneda Airport (Photo: AirlineGeeks | Andrew Chen)
Andrew is a lifelong lover of aviation and travel. He has flown all over the world and is fascinated by the workings of the air travel industry. As a private pilot and glider pilot who has worked with airlines, airports and other industry stakeholders, he is always excited to share his passion for aviation with others. In addition to being a writer, he also hosts Flying Smarter, an educational travel podcast that explores the complex world of air travel to help listeners become better-informed and savvier travelers.
There are dark clouds on the horizon for WestJet Encore, the fully-owned regional subsidiary of the WestJet Group, the second-largest airline group in Canada.
WestJet Encore De Havilland Canada Dash 8-400 NextGen (Photo: Eric Salard, CC BY-SA 2.0 DEED)
There are dark clouds on the horizon for WestJet Encore, the fully-owned regional subsidiary of the WestJet Group, the second-largest airline group in Canada.
The group’s management and the Air Line Pilots Association (ALPA) representing Encore’s 322 pilots have been in negotiations for the new contract since September, but the positions have remained quite distant, to the point that on April 2, just one week into the cooling off period called by the federal mediator before any strike could occur, a strike-authorization vote saw overwhelming support in favor of industrial action in case it is needed.
“Of the 89 percent of pilots that took part to the […] vote, 97 percent voted in favor of a strike,” said ALPA in a press release.
Career Progression and Seniority
Encore pilots have been complaining of working conditions that are some of the worst in the Canadian airline industry, leading to a very high rate of attrition which in turn has caused more challenging schedules and fatigue issues for the remaining staff. In addition to that, the current contract does not provide a clear growth path within the group for Encore pilots.
“Without drastic improvement on our next contract, there will be little stopping WestJet Encore pilots from continuing to seek better employment opportunities elsewhere. That’s why we are looking for an industry-standard contract comparable to some of our regional colleagues across Canada,” said Capt. Carin Kenny, chair of the WestJet Encore ALPA Master Executive Council. “We are here to fight for a contract that will once again make working within the WestJet Group a career goal. Unfortunately, despite management’s platitudes, our proposals continue to fall on deaf ears.”
The cooling off period will end on Apr. 14, and if an agreement is not reached by that date Encore pilots will be able to walk off their jobs as of 72 hours later, therefore leading to potential disruptions to Encore’s schedule as of April 17.
Last January, ALPA filed a request for conciliation assistance with the Federal Mediation and Conciliation Service, a move that is aimed at obtaining the assistance of the Federal Government in the bargaining talks. The main stumbling blocks in the negotiation were career progression, seniority, and career recognition. When discussing the working conditions for staff at an airline’s regional unit, it is not uncommon that the most contentious issues concern the progression mechanisms within the various units of the group and especially how seniority lists are compiled.
Ready for the Fight
In February, Encore pilots received $1 million from ALPA’s Major Contingency Fund in support of their industrial action, and further payment may be likely should the strike go ahead later this month.
WestJet issued a statement following the April 2 vote in support of the strike: “A strike authorization vote is a common step by unions in context of the overall labor negotiation process and does not mean a strike will occur,” said Diederik Pen, President of WestJet Airlines and Group Chief Operating Officer. “We are steadfast in our commitment to reach an agreement with ALPA that addresses the unique concerns of our Encore pilots, is competitive within Canada’s airline industry and ensures we have a long-term sustainable future so that we can continue to operate critical air service for millions of Canadians, while providing meaningful employment for thousands at the WestJet Group.”
Vanni fell in love with commercial aviation during his undergraduate studies in Statistics at the University of Bologna, when he prepared his thesis on the effects of deregulation on the U.S. and European aviation markets. Then he pursued his passion further by obtaining a Master’s Degree in Air Transport Management at Cranfield University in the U.K. followed by holding several management positions at various start-up carriers in Europe (Jet2, SkyEurope, Silverjet). After moving to Canada, he was Business Development Manager for IATA for nine years before turning to his other passion: sports writing.
Insights: 50-Seat Regional Jets Are On Their Way Out
The tides are rapidly changing for 50-seat regional aircraft operations in the U.S. More of the type are now in storage than in service.
AirlineGeeks.com was founded in February 2013 as a one-person blog in Washington D.C. Since then, we’ve grown to have 25+ active team members scattered across the globe. We are all here for the same reason: we love deep-diving into the fascinating realm of the airline industry.
An iAero Airways Boeing 737-800 converted freighter lands at Miami International Airport on Nov. 24, 2021. (Photo: Shutterstock/Kevin Porter)
iAero Airways, the largest passenger charter and cargo carrier in the U.S., will cease operations on Saturday after an unsuccessful effort to restructure the company under bankruptcy protection, President Timothy Rainey informed employees.
Headquartered in Greensboro, N.C., iAero operates several narrowbody cargo jets for DHL Express. Other customers include the National Hockey League and U.S. Immigration and Customs Enforcement. The airline’s main flying base is at Miami International Airport.
“It is with great regret that without continuing DIP financing from our lenders or an alternative lender, we have been directed to prepare to suspend all revenue operations of the airline at the end of the day on April 6,” Rainey said Monday in a memo to staff members that that was obtained by FreightWaves.
The airline received $22.5 million in debtor-in-possession financing from Synovus Financial Corp. when it filed for bankruptcy reorganization last September and an additional $5 million in March, which allowed it to keep operating.
Synovus, which has first priority over the company’s assets, recently agreed to sell 28 Boeing 737 passenger aircraft to Eastern Airlines in exchange for assuming $71 million in first-lien debt, but iAero has been unable to find anyone interested in running the DHL cargo and NHL business, said Rainey.
iAero, founded in 1997 as Swift Air before its 2019 acquisition by iAero Group, is one of the few domestic passenger airlines to still operate older Boeing 737 Classics. It has about 30 active aircraft and a dozen more parked or in storage. The operating fleet includes about eight 737-300s and 11 737-400s, plus a dozen newer 737-800s, according to various fleet databases.
As of September, iAero Airways conducted about 100 flights per week for DHL, utilizing 12 dedicated freighters. Cargo revenue became a significant source of revenue during the COVID crisis and by 2022 represented 12% of total revenue, according to the bankruptcy filing.
iAero provides its own aircraft for some of the routes it operates for DHL. Other aircraft it flies in the DHL network are owned by DHL, with iAero providing crews and maintenance. Some of the freighters wear the DHL livery, including at least one 737-800. The freighters operate in the United States and between Miami; Santo Domingo, Dominican Republic; and San Juan, Puerto Rico.
Other primary customers include professional and college sports teams, musical groups, and travel service companies in Cuba. The airline also handles deportation flights for the Department of Homeland Security, its largest customer. And Texas Gov. Greg Abbott, a Republican, chartered iAero to transport migrants to Chicago as part of his campaign to shift the burden of immigration to Democrat-controlled cities, according to the Chicago Tribune.
iAero ran into financial difficulties when slower cash flow made it difficult to service an $860 million debt load, which in turn made it difficult to raise additional capital. According to court documents, business problems included mismanagement and alleged fraud by previous leadership, the downturn in leisure passenger flying during COVID, a temporary cessation of flight service for DHS and a $29 million adverse arbitration award as a result of a contract dispute with a sales agency.
iAero Airways generated $345 million in gross revenue during 2022, according to its bankruptcy filing. The holding company also owns a business that conducts light aircraft maintenance and airframe checks, and an engine maintenance, repair and overhaul business. As of last fall, the three sister companies employed 860 people.
iAero’s demise potentially removes a large chunk of capacity from the charter market, opening the door for rivals such as Global Crossing Airlines, also based in Miami, to pick up customers.
All iAero employees will be compensated for work conducted through April 6, the memo said.
Eastern is a small airline that currently operates four Boeing 767 widebody passenger jets and two Boeing 777s, mostly on a charter basis. It offered some scheduled service to South America from New York a couple years ago. The company has 14 planes on its books, but eight of the aircraft have not flown in months, according to aircraft tracking site FlightRadar24.
A judge for the U.S. Bankruptcy Court for the Southern District of Florida in Miami is scheduled on April 8 to make a decision on whether to approve the asset sale to Eastern Airlines. Under terms of its stalking horse bid, any party that makes a higher offer for iAero has to pay a $2 million breakup fee.
Multiple creditors oppose the sale of assets to Eastern Airlines, arguing that the sale process is designed to benefit Synovus at the expense of all other stakeholders. Private Jet Services Group, the general sales agency, alleges iAero and former president Jeffrey Conry, now an executive at Eastern, struck a non-cash sweetheart deal to help iAero’s owners avoid paying $102 million for breach of contract that began when Conry was at iAero.
AirlineGeeks.com was founded in February 2013 as a one-person blog in Washington D.C. Since then, we’ve grown to have 25+ active team members scattered across the globe. We are all here for the same reason: we love deep-diving into the fascinating realm of the airline industry.
