How Southwest Squashed High-Speed Rail in Texas

The Dallas-based airline is widely-considered to be a main driver in the demise of early-1990s plans to bring high-speed rail to Texas.

Ryan Ewing

Wednesday, March 13, 2024 at 07:57 PM ET

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Edited By:

Ryan Ewing

Southwest Airlines Boeing 737 airplanes at Dallas Love Field. (Photo: Shutterstock | Markus Mainka)

In the early 1990s, a bullet train named the Texas TGV promised to revolutionize transportation in the Lone Star State. The sleek French technology would have rapidly moved passengers between the so-called ‘Texas Triangle,’ including Dallas, San Antonio, and Houston in roughly 90 minutes. However, the project never got out of the station, and Southwest Airlines shoulders much of the blame.

Southwest, the dominant carrier for short-haul flights within Texas at the time, saw the TGV as a major threat. The airline wasn’t shy about its opposition. According to a 1995 Southern Methodist University (SMU) journal issue, the Dallas-based airline took aim at the project by challenging federal tax-exempt bonds to develop the rail network.

In addition, Southwest encouraged the “Texas legislative prohibition of the use of state money for the high-speed rail program,” the journal reads. The airline also challenged the creation of the Texas TGV Consortium.

Touting Point-to-Point Route Network

The airline argued that its existing service offered a convenient and affordable option, highlighting the high upfront costs of building a high-speed rail network. Public relations efforts portrayed the TGV as an unrealistic train to nowhere.

In one legal brief, it was estimated that 60% of local air passengers would be directed to the new rail system. According to The Texas Tribune, Herb Kelleher, Southwest’s Founder and CEO at the time, stated that the carrier would likely raise fares on some intra-Texas routes while also cutting others.

“Rail has a romantic appeal; but, this case cannot be decided on the basis of nostalgia, or even a desire to emulate the rail service of France and Germany,” Southwest Airlines said in the 1991 brief. “The American reality is that high-speed rail will be viable in Texas only by destroying the convenient and inexpensive transportation service the airlines now provide, and only by absorbing huge public subsidies.”

State-Wide Influence

The Texas TGV was already met with some opposition from rural communities along the planned rail line. Farmers feared their land would be seized by the government as part of the project.

In a recent CNBC interview, former Texas lieutenant governor and early Texas TGV investor Ben Barnes said Southwest “did a very good job” at getting farmers to join the opposition. The airline went as far as suggesting that farmers’ cows would “quit giving milk, and all kinds of horror stories were going to happen if we had these electric trains running…,” Barnes added.

He also mentioned that Southwest spent $37 million to lobby against the project’s development.

Other Funding Issues

While Southwest’s influence was undeniable, the Texas TGV itself wasn’t without its problems. Securing private investment proved challenging, and their financial plan raised eyebrows. The high upfront costs inherent in any high-speed rail project, coupled with the uncertain ridership numbers, made investors wary. The $6.5 billion project ultimately failed in 1994.

“…Southwest is credited with causing delays which contributed to Texas TGV’s failure to meet its deadlines under the franchise agreement,” the SMU journal continued. “In fact, most commentators give Southwest the lion’s share of the ‘credit’ for killing this opportunity for high-speed rail in Texas.”

Future High-Speed Rail Plans

Plans to build a high-speed rail network in Texas aren’t completely dead. While a small handful of plans have emerged since the Texas TGV’s demise, the latest involves an investment from Amtrak.

Amtrak is actively involved in the latest developments for high-speed rail in Texas. In 2023, the federal rail operator secured a $2.5 million federal grant to study the feasibility of a high-speed route between Dallas and Houston in partnership with Texas Central, a private company spearheading the project.

Southwest is the second largest operator of intra-Texas flights with just over 170 daily departures between city pairs in the state, per Cirium Diio schedule data. The airline has not publicly opposed Texas Central’s latest plans for a high-speed rail line.

Ryan Ewing

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.

NTSB: Boeing Still Not Providing Key Records

Boeing says it is still "unable" to find various records related to the door plug that failed on Alaska flight 1282 in January.

Ryan Ewing

Wednesday, March 13, 2024 at 05:07 PM ET

Verified

Edited By:

Ryan Ewing

737 MAX aircraft in Renton. (Photo: Shutterstock | Thiago B Trevisan)

Boeing says it is still “unable” to find various records related to the door plug that failed on Alaska flight 1282. According to a new letter penned by NTSB Chair Jennifer Homendy, investigators have yet to receive key records associated with “the work to open, reinstall, and close the door plug.”

During a Senate hearing last week, Homendy called Boeing’s recent stonewalling “absurd,” telling the committee that the agency is prepared to use its power to subpoena if needed. Homendy was asked to provide an update on whether the manufacturing giant provided the requested records.

“To date, we still do not know who performed the work to open, reinstall, and close the door plug on the accident aircraft. Boeing has informed us that they are unable to find the records documenting this work,” Homendy said in her letter. The NTSB initially requested a list of all employees who reported to the company’s door crew manager.

Homendy said the agency did receive a list from Boeing shortly after the March 6 Senate hearing, but it “did not identify which personnel conducted the door plug work.”

In her letter, Homendy said she called Boeing CEO David Calhoun directly to ask for the requested names. Calhoun stated that he was “unable to provide that information and maintained that Boeing has no records of the work being performed.”

Boeing also told NTSB investigators that security camera footage from within the Renton, Wash. plant was “overwritten.” In addition, the door crew manager is currently on a medical leave of absence. After two status update requests, the door crew manager’s attorney told the NTSB that “he would not be able to provide a statement or interview…due to medical issues.”

“The absence of those records will complicate the NTSB’s investigation moving forward,” Homendy said in the letter.

Ryan Ewing

All 30 MLB Teams’ Air Travel Choices Ranked

It's not just team rankings or projections that capture our attention, but also something a bit off the beaten path: each MLB team's air travel preferences.

AirlineGeeks.com Staff

Wednesday, March 13, 2024 at 11:21 AM ET

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Edited By:

Ryan Ewing

A United 757-200 aircraft (Photo: AirlineGeeks | William Derrickson)

As Opening Day approaches, it’s not just team rankings or projections that capture our attention, but also something a bit off the beaten path: each MLB team’s air travel preferences during the grueling regular season. We’ll consider factors like aircraft size, layout, and age to bring you a definitive ranking.

Ironically in Sixth is The Only Team That Owns Their Jet

Let’s kick off with the Detroit Tigers, who find themselves in the final slot. They’re currently transitioning from a team-owned MD-80 to an ex-Miami Air 737-800 purchased by the team’s owner. The aircraft will be shared with Detroit’s NHL team, the Red Wings. We’re in the dark about how the 737 will be outfitted post-renovation, and sharing isn’t typically the best for privacy or comfort. That’s why they’re at the bottom of our list for now, although there’s room for improvement once the aircraft is kitted out.

The Number 5 Spot Is Taken By an All-Economy 737-400 Layout

In fifth place, we have a tie between the Oakland Athletics and the Texas Rangers. These teams are jetting off on iAero Airways 737s. This airline services a variety of different contracts, and its fleet’s not the youngest, averaging 31 years for the 737-400s and 22 years for the 737 NGs. Plus, the aircraft are configured with a no-frills, all-economy layout — far from luxurious.

An iAero 737 (Photo: Ganbaruby, CC BY-SA 4.0 <https://creativecommons.org/licenses/by-sa/4.0>, via Wikimedia Commons)

In Fourth, The Only Canadian MLB Team Flies This Canadian Airline

Fourth place is taken by the Toronto Blue Jays. They hop from game to game aboard an Air Canada A320, with an average fleet age of 24.5 years. The seating plan offers only 14 business class seats, along with 36 preferred and 98 economy seats. Even with extra space, economy class isn’t where you’d want to be for optimal rest, especially on those long flights back to Canada from stateside games.

An Air Canada A320 parked in Los Angeles (Photo: AirlineGeeks | William Derrickson)

The Third Place Squads Are United Narrowbody Loyalists

Third place features a variety of aircraft but under one carrier: United Airlines. Teams like the Chicago Cubs, Kansas City Royals, Milwaukee Brewers, Pittsburgh Pirates, Houston Astros, and Cleveland Guardians are flying on United’s 737 MAX 8s and 9s. Despite past safety concerns, these airplanes are relatively new, with an average age of just 12 years.

The Chicago White Sox take to the skies in United’s A320s, which are not as fresh, averaging 25 years old. Still, the airline’s cabin layouts are consistent across the fleet, offering 12-20 First Class, 40 Economy Plus, and the remainder in standard economy seats.

A United 737 MAX 8 (Photo: AirlineGeeks | Noah Escobar)

The Runner-Ups Just Lost by Two Lie-Flat 757 First Class Seats

Now, the runner-up spot was a photo finish. Teams such as the San Diego Padres, Atlanta Braves, St. Louis Cardinals, Arizona Diamondbacks, San Francisco Giants, Seattle Mariners, Miami Marlins, New York Mets, Washington Nationals, Philadelphia Phillies, Tampa Bay Rays, Boston Red Sox, Cincinnati Reds, Minnesota Twins, and the New York Yankees are all flying Delta’s 757 fleet. The Delta jets boast up to 26 lie-flat beds and a mix of 35 standard and 165 economy seats, providing a decent amount of comfort for those looking to avoid a slump.

A Delta Air Lines Boeing 757 climbs out of Eagle County Airport.
(Photo: AirlineGeeks | William Derrickson)

Coming in First, the LA Teams and Denver Enjoying Their Extra Lie-Flat Seats on United 757s

Taking home the trophy, we have the Los Angeles Angels, Los Angeles Dodgers, and Colorado Rockies, all boarding United 757s. Yes, they’re showing their age at 24.7 years on average, but the layout is where they win big. With 28 lie-flat seats, 42 Economy Plus, and 42 standard economy spots, it seems most of the team can stretch out and get some rest. The Dodgers love this seat layout, it gives them plenty of room to rest when they’re eliminated in the first round of the playoffs by a wildcard team every season.

A United 757 departs Los Angeles.
(Photo: AirlineGeeks | William Derrickson)

So, who’s ready to play spot-the-plane this season? Extra points for anyone who can track down the flight numbers each team uses all season long. End-of-season records may vary, and aircraft type and airline won’t guarantee outstanding team performances.

AirlineGeeks.com Staff

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.

Charles Cartier Named New CEO of Air Mauritius

Charles Cartier has been appointed as the new Chief Executive Officer (CEO) of Air Mauritius on Wednesday, March 6, replacing Krešimir Kučko.

Victor Shalton

Wednesday, March 13, 2024 at 09:06 AM ET

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Edited By:

Ryan Ewing

An Air Mauritius Airbus A330-900 at the Paris Airshow 2019 (Photo: Airbus)

Charles Cartier has been appointed as the new Chief Executive Officer (CEO) of Air Mauritius on Wednesday, March 6, replacing Krešimir Kučko, who stepped down on February 29 following a mutual agreement.

Kučko, the former CEO of Gulf Air, faced suspension less than a year into his tenure, along with the airline’s Chief Financial Officer (CFO), Jean Laval Ah Chip, for reasons concerning “good governance.” This decision came after allegations emerged regarding their acceptance of an all-expenses-paid stay in a hotel in France offered by one of the national carrier’s suppliers, as stated in Air Mauritius’ announcement on Sept. 15, 2023. Kučko was appointed as CEO of Air Mauritius on Dec. 6, 2022.

With no prior aviation experience, Cartier, formerly the founding Chairman of the Economic Development Board, which was established in January 2018 through the merger of three government agencies, brings 25 years of experience to his new role. He has held leadership positions in multinational companies and national organizations, both public and private. He becomes the 13th Chief Executive Officer (CEO) since the creation of Air Mauritius in 1967 and the 11th since the year 2000.

Speaking at a press briefing in Port Louis, Cartier outlined his priorities, with a strong emphasis on improving the traveler experience. He stated, “The traveler experience will be the focal point. We need all travelers to become fans of Air Mauritius and Mauritius. All Air Mauritius teams will prioritize making the in-flight experience as enjoyable as possible.”

Additionally, Cartier highlighted the importance of strategic positioning for the airline, including considerations for the fleet and strategic partnerships. He acknowledged challenges such as delays and cancellations, stating, “We know that in the background, there are bad experiences such as delays and cancellations. This problem needs to be resolved.” According to Marday Venketasamy, Chairman of the Board of Air Mauritius, Cartier “has all the qualities to fully assume the role of CEO of Air Mauritius.”

Another Resignation

Meanwhile, Ken Arian, CEO of Airport Holdings Ltd (AHL), resigned from the airline’s Board last Monday. Arian’s resignation came with a message to Radio Plus the following day, stating, “Cannot and will not condone bad governance,” according to media reports. However, Marday Venketasamy, the board Chairman of Air Mauritius, when asked for comments on Ken Arian’s resignation, clarified that Arian’s official resignation letter did not provide a reason related to his statement. Kantabye Babajee, Permanent Secretary, has since replaced Arian on the Board.

It’s worth noting that AHL, the holding company that owns Air Mauritius, is jointly owned by the Government (51%) and the Mauritius Investment Corporation (MIC), a subsidiary of the Bank of Mauritius (49%).

Victor Shalton

Victor Shalton's love for aviation can be traced to when he was 11-years-old. As a seasoned aviation writer, he takes pride in providing the best aviation coverage around the globe and is passionate about advancing his skills in the aviation space. In addition, he loves travelling, writing, arts and while his speaking engagements have taken him around the world, he is proud to call Nairobi home.

A Few Very Ill-Timed Coincidences

Last week's string of incidents will only enhance the public's distrust, even if there's no correlation to Boeing's more recent manufacturing troubles.

Ryan Ewing

Tuesday, March 12, 2024 at 03:49 PM ET

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Ryan Ewing

A Boeing 737 MAX 8 after it skidded off the runway in Houston last week. (Photo: Nathan Moeller)

Knowing your audience is perhaps one of the most critical components of running any successful niche media outlet. And after more than a decade of being at the helm of AirlineGeeks, I’d like to say I know a thing or two about what our readers want to see.

So that’s why last week—as back-to-back stories continued to flood mainstream media outlets concerning faults on Boeing jets—I opted not to cover them on this platform. Our readers come to stir the conversation on topics very few outside of the commercial aviation space would find interesting. As with most highly saturated and mainstream aviation stories, I figure most of our readers are already being inundated anyway, whether it be video of a 265-pound falling 777 wheel or a muddied 737 MAX in Houston.

United flight 35 from San Francisco to Osaka lost a tire from one its main landing gear struts on departure.

The flight is diverting to Los Angeles.

(Video. https://t.co/pffvS97FJ8) pic.twitter.com/ttVaYu2ohj

— Ryan Ewing (@FlyingHighRyan) March 7, 2024

As an aviation outlet, we can cover these stories with more in-depth analysis and detailed reporting. The problem with last week’s string of incidents is that there isn’t much of that to do, except tell the story of what likely was a very grueling few days for the PR teams at United and Boeing.

Contrary to what is being alluded to in the mainstream press, these incidents show no indication of being linked whatsoever. Is it unlucky that multiple Boeing aircraft suffered highly visible incidents just two months after a door plug flew off a 737 MAX 9? Yes, absolutely. But none of these incidents appear likely to drastically change the air safety landscape.

But here’s the flip side. Myself along with other industry insiders know all of this, and that includes most of our readers. The general public, however, does not.

We insiders sit and roll our eyes as the morning news talk shows try to draw comparisons between a nearly 22-year-old 737-900ER’s engine failure and Boeing’s more serious quality control woes. The consumers of this coverage who might know little about aviation may be biting their nails, worrying about their next commercial flight.

You don’t have to go far to see these worries becoming more vocalized. On X (formerly Twitter), one user posted the question: “What the f—- is going on with the aviation industry?”

The short answer is nothing out of the ordinary. Commercial airliners are designed to fail. Layers of redundancy are the common thread.

In what some might call my glass-half-full assertion, the bottom line in all of these incidents is that no loss of life—or even severe injury—occurred. Commercial aviation continues to be the safest mode of transportation by a long shot.

So are these headlines a result of just “seeing more” in an age of increased social media use? Or perhaps these minor incidents are a result of industry growing pains in a post-COVID world? Either question is almost impossible to answer right now.

What is easier to conclude, though, is that we humans love to string together patterns of events in order to produce a narrative. The problem becomes when that story detracts from more relevant and deeper issues, including serious manufacturing problems at one of the U.S.’s largest aerospace exporters.

Ryan Ewing

Boeing Whistleblower John Barnett Found Dead in South Carolina

A Boeing whistleblower and former quality control manager at the manufacturer was found dead last week in his truck at a Charleston, S.C. hotel.

Ryan Ewing

Tuesday, March 12, 2024 at 10:37 AM ET

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Edited By:

Ryan Ewing

A Boeing 777X testplane taxis out for its first flight. (Photo: AirlineGeeks | Katie Zera)

John Barnett, a 62-year-old former Boeing quality manager who raised concerns about production standards on the company’s airplanes, was found dead last week in his truck at a Charleston, S.C. hotel. Barnett was scheduled to participate in a follow-up deposition related to a whistleblower lawsuit he filed against Boeing in 2020, according to the BBC.

Barnett’s attorney, Brian Knowles, confirmed the death but withheld details on the cause, citing the ongoing investigation. In a statement, Knowles called the death “tragic.”

Barnett’s lawsuit alleged retaliation from Boeing after he flagged quality control issues during his tenure at the company. He specifically raised concerns about parts manufactured for Boeing’s 787 Dreamliner program. The lawsuit was filed under the provisions of the AIR21 Whistleblower Protection Program, which protects whistleblowers who report safety concerns within the aviation industry.

In a statement to the BBC, Boeing said, “We are saddened by Mr. Barnett’s passing, and our thoughts are with his family and friends.” The company previously denied the allegations in Barnett’s lawsuit, stating they addressed his concerns appropriately and did not retaliate against him.

Barnett’s case comes amid ongoing scrutiny of Boeing’s production practices following two fatal crashes of the company’s 737 MAX airplane in 2018 and 2019. Most recently, a door plug flew off an Alaska 737 MAX 9, prompting investigations into the manufacturer’s quality control processes.

The Charleston Police Department confirmed on Tuesday that it is investigating Barnett’s death. Initial reports indicate that Barnett died from an apparent self-inflicted gunshot wound.

“Detectives are actively investigating this case and are awaiting the formal cause of death, along with any additional findings that might shed further light on the circumstances surrounding the death of Mr. Barnett,” said Sgt. Gibson of the Charleston Police told WCBD-TV.

Ryan Ewing

Chinese Airlines Plan New U.S. Flights for Summer 2024

While the new rate is higher than the current 35 flights, it only returns the market to one-third of pre-pandemic levels.

Fangzhong Guo

Tuesday, March 12, 2024 at 09:18 AM ET

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Edited By:

Ryan Ewing

A China Eastern 777 turns onto the runway in Los Angeles. (Photo: AirlineGeeks | William Derrickson)

The U.S. Department of Transportation (DOT) approved increased frequency for China-U.S. flights in late February, allowing Chinese passenger airlines to boost their weekly round-trip U.S. flights to 50 starting on March 31. While the new rate is higher than the current 35 flights, it only returns the market to one-third of pre-pandemic levels.

Air China

Air China currently operates 11 U.S. flights out of the 35 permitted, the most of any Chinese carrier. In its latest filing, the flag carrier proposed three additional flights.

2x weekly between Beijing Capital and Los Angeles, the new flights will depart on Mondays and Fridays. This change is in addition to the 1x weekly flights on Thursdays.
1x weekly flights between Beijing and New York JFK on Sundays, which will bring the total number on the route to 5x weekly.

The latest change also removed the 2x weekly stop-over at LAX on the JFK to Beijing route. The Beijing-based carrier plans to operate a total of 14 weekly flights under the new schedule.

China Southern

China’s largest airline currently operates seven flights a week. In its latest filing, the carrier added frequency to its Los Angeles route and shuffled its other routes.

1x weekly new frequency on Sundays between Guangzhou and Los Angeles
2x weekly flights between Guangzhou and San Francisco on Tuesdays and Saturdays

In addition to the new flights, the airline will also move its Wuhan, China to San Francisco flight from Thursdays and Saturdays to Wednesdays and Sundays.

The Guangzhou-based carrier has a total of ten flights per week in its proposed schedule.

Hainan Airlines

Hainan Airlines currently offers three weekly flights between Beijing, Boston, and Seattle. The carrier flies from Beijing to Boston and then stops in Seattle on its way back. The airline started the flight with Seattle as a technical stop and subsequently received approval to pick up additional passengers on the stop.

The latest filing has China’s fourth-largest airline returning one of its most popular routes and a new connection to the southwest. The latest filing includes the following rules,

3x weekly flights between Beijing and Seattle on Tuesdays, Thursdays and Saturdays
1x weekly flight between Chongqing, China, and Seattle. The route is a first between the city pair, which will take over the Thursday slot from the Beijing flight after April 4

It plans to operate a total of six weekly flights under the new schedule.

Xiamen Airlines

A Xiamen 787 taxis in Amsterdam. (Photo: AirlineGeeks | Fabian Behr)

Xiamen Airlines operates three flights a week under its current schedule.

The Fuzhou, China-based airline plans to start the summer by expanding its current Xiamen, China to Los Angeles flight to five times weekly. After May, the company plans to add the following flights.

2x weekly flights between Fuzhou and New York JFK on Mondays and Fridays. The return flight will have a technical stop in Urumqi, China.

Sichuan Airlines

Sichuan Airlines operates a single route from Chengdu, China, to Los Angeles on a twice-weekly basis. It plans to add a third flight on Sundays.

China Eastern

As of this writing, the Shanghai-based carrier is the only Chinese carrier that has yet to file its application with the USDOT. The airline currently flies nine flights between the two countries. The carrier could add another three flights in the choreographed effort across the Chinese airlines.

Fangzhong Guo

Fangzhong grew up near an OEM airport in northeastern China, where he developed his enthusiasm for aviation. Taking upon his passion, he's now working as an aircraft interior design engineer. Besides working in the aerospace industry, Fangzhong enjoys trying out different types of airplanes and seeing how airplane interiors have evolved. So far, he's flown on over 80 types of aircraft. He also planespots in his spare time. His rarest catches included the 747 Shuttle Carrier Aircraft and AN-225.

Air New Zealand Puts Auckland-Chicago Service on Hold, Cites Engine Availability Issues

Air New Zealand announced on Tuesday that it will be pausing its service between Auckland and Chicago O'Hare from March 31, 2024 to Oct. 25, 2024.

Ryan Ewing

Monday, March 11, 2024 at 11:57 PM ET

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Edited By:

Ryan Ewing

An Air New Zealand Boeing 787-9 Dreamliner. (Photo: AirlineGeeks | Katie Zera)

Air New Zealand announced on Tuesday that it will be pausing its service between Auckland and Chicago O’Hare from March 31, 2024 to Oct. 25, 2024. The airline inaugurated the route in 2018.

The carrier cited ongoing challenges with the availability of Rolls-Royce Trent 1000 engines, which power its fleet of 14 Boeing 787 aircraft, as the reason for the suspension. Air New Zealand is also facing similar issues with its A320neo-family aircraft, suspending short-haul routes as it grapples with Pratt & Whitney PW1100G engine woes.

“Unfortunately, Air New Zealand continues to be impacted by challenges with availability of Rolls-Royce Trent 1000 engines, meaning we will now have up to three aircraft unavailable for an extended period, so we’ve had to review our schedule,” the carrier’s Chief Customer and Sales Officer Leanne Geraghty said in a press release.

Other U.S. Routes

Air New Zealand emphasized that this pause will not affect their overall service to the United States and Canada. The airline says it will still offer up to 35 flights per week to six different destinations in North America. Passengers booked on the affected Chicago route will be rebooked on flights with connections through other U.S. airports to reach their final destinations.

In a news release, the Auckland-based carrier noted that Rolls Royce is unable to provide replacement engines to meet its operational needs. Maintenance technicians recently determined that the Trent 1000 powerplants would require more frequent inspections at 750-850 cycles instead of the standard 1,000.

Ryan Ewing

Wiring Issue Latest of 737 MAX Troubles

The FAA has proposed a new Airworthiness Directive (AD) for Boeing 737 MAX aircraft following multiple reports of faulty wires.

John McDermott

Monday, March 11, 2024 at 11:29 PM ET

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Ryan Ewing

A 737 MAX 9 in the Boeing livery landing at Paine Field. (Photo: AirlineGeeks | Katie Zera)

The Federal Aviation Administration (FAA) has proposed a new Airworthiness Directive (AD) for Boeing 737 MAX aircraft following multiple reports of faulty wires impacting the type’s spoilers, according to Aviation Week. This wiring issue can cause uncommanded rolls in flight that could lead to losses of control.

Spoilers are panels on top of wings that can extend upward to decrease (or “spoil”) lift and increase drag. They are secondary control surfaces that can have a number of impacts, such as helping pilots slow down, descend, or equalize the drag on both wings during commanded turns. Importantly, if spoilers deploy on one wing but not the other, the imbalance in lift and drag on both wings will roll the airplane into a turn.

The FAA says an investigation identified the potential that spoilers might deploy on one of an aircraft’s wings, reach their limit, and jam, causing the plane to exceed its full lateral control capability. In other words, the aircraft would enter a roll so steep that there would not be enough rudder authority to keep the nose aligned with the turn, potentially leading to a loss of control.

Per the FAA’s document, Boeing says this issue is due to “non-conforming installation of spoiler wire bundles that occurred during production.” 737 MAX operators were first made aware of the issue in July 2023 in which Boeing called for one-off inspections “of the clearance between the spoiler control wire bundles and the adjacent structure.”

According to Aviation Week’s report, the FAA’s new proposal is based on Boeing recommendations but does not specify a timeline to complete maintenance inspections. Airworthiness Directives generally require maintenance checks on a certain timeline, with inspections either being done once or completed on a timeline defined by flight hours or calendar segments.

This is the latest of a number of high-profile setbacks for the MAX family. In recent days, the Department of Justice (DOJ) has started an investigation into whether Boeing complied with the terms of its settlement after the MCAS crashes in 2018 and 2019. The NTSB also publicized an incident where a 737 MAX 8’s rudder pedals got stuck during landing in Newark last month.

John McDermott

John McDermott is a commercial pilot pursuing a career in professional flight. His passion for aviation began in an Ann Arbor bookstore with a tale of enemy pilots during World War 2, and he hasn't looked back. Besides flying and writing for AirlineGeeks, John volunteers with Professional Pilots of Tomorrow and travels whenever he gets the chance.

Pioneering Aviator Captain David Harris Dies at 89

David Harris, the first African American pilot to fly a commercial airliner for a major U.S. carrier, died Saturday at the age of 89.

Ryan Ewing

Monday, March 11, 2024 at 11:01 AM ET

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Ryan Ewing

Captain David Harris began his airline career at American in 1964. (Photo: American Airlines)

David Harris, the first African American pilot to fly a commercial airliner for a major U.S. carrier, died Saturday at the age of 89. American Airlines, where Harris was first hired in 1964, confirmed his passing.

“We are deeply saddened by the passing of Capt. David E. Harris, a trailblazer in aviation who became the first Black commercial airline pilot when he was hired by American Airlines in 1964. Capt. Harris opened the doors and inspired countless Black pilots to pursue their dreams to fly,” said American CEO Robert Isom in a statement. “We will honor his legacy by ensuring we continue to create access and opportunities for careers in aviation for those who otherwise might not know it’s possible.”

Prior to joining the airline industry, Harris served in the U.S. Air Force as a second lieutenant where he flew the B-47 Stratojet and B-52s. While a student at Ohio State University, he was rejected from the Air Force’s advanced ROTC (Reserve Officer Training Corps) program twice on racial grounds, according to NBC DFW.

After leaving the military in 1964, Harris joined American’s ranks after being denied by several other airlines. He flew the Boeing 747, Boeing 727, Boeing 767, Airbus A300, Douglas DC-6, BAC One-Eleven, and the McDonnell Douglas MD-11 during his tenure at the airline.

Harris flew for 30 years at American before his retirement in 1994 as a captain.

Harris also achieved the distinction of becoming the first African American captain for a major U.S. commercial airline. No cause of death has been made public.

Ryan Ewing