An Emirates 777-300ER. (Photo: AirlineGeeks | Katie Zera)
There’s a growing push towards sustainability within the aviation industry. We’re starting to see greater investments in sustainable aviation fuels. The European Union is pushing for it through legislation and some airlines are exploring it on their own.
There are a lot of differing opinions on this, some say it’s not ever going to be a viable alternative and others feel that it’s a necessary stopgap while the technology develops to allow for more environmentally friendly power sources for commercial aircraft such as fully electric power or hydrogen cells.
Recently, Emirates Airlines announced a significant commitment of $200 million over the next three years to fund research and development around the reduction of fossil fuels in commercial aviation.
The airline plans to invest in the development of fuel and energy solutions in order to aim to reduce environmental impact. Sir Tim Clark, the President of Emirates Airlines said, “It’s clear that with the current pathways available to airlines in terms of emissions reduction, our industry won’t be able to hit net zero targets in the prescribed timeline.”
Current Fuel Saving Techniques
Right now, there a couple of things that airlines are doing to reduce fuel consumption. The first is that airlines as using more fuel-efficient aircraft. Emirates, for example, has a significant number of new fuel-efficient aircraft on order.
Second, fuel-efficient practices. This can vary from more efficient routings flying across the world, using ground power units at the gate instead of the auxiliary power unit on aircraft, to using just one or two engines while taxiing after landing.
Airlines have a dual incentive for reducing fuel consumption. Fuel is a significant cost for airlines so any reduced fuel burn is direct savings and it also helps on the environmental side.
There are a couple of smaller-scale things airlines can do such as develop fuels such as synthetic fuels but currently they’re prohibitively expensive. Other airlines have tried developing green fuels and have succeeded but it’s still small in scale. There really aren’t any large alternative technologies to reduce carbon emissions.
This highlights the current challenge the industry faces when it comes to reducing carbon emissions, the technology available is still limited and there is no viable alternative yet. The investment from Emirates is not to do things like buy sustainable aviation fuel or carbon offsets but is instead for the development of actual technology that the airline and broader industry can use.
Emissions Will Grow
There’s a long way to go but it’s going to require a concentrated and consistent effort from airlines and governments around the world.
Aviation is going to continue to grow. Airlines are placing massive orders for aircraft across the globe, and it’s expected that there will be massive growth in countries such as India and China for years to come. Emirates is planning on doubling its air cargo capacity over the next decade.
As the industry grows, carbon emission emissions attributed to aviation will increase. While in the grand scheme of things so far there are much greater polluters in the world, they are slowly working to be reduced and aviation will grow to be a larger slice of the emission pie are cars start to electrify and more green power sources are used.
Hemal took his first flight at four years old and has been an avgeek since then. When he isn't working as an analyst he's frequently found outside watching planes fly overhead or flying in them. His favorite plane is the 747-8i which Lufthansa thankfully flies to EWR allowing for some great spotting. He firmly believes that the best way to fly between JFK and BOS is via DFW and is always willing to go for that extra elite qualifying mile. Hemal's opinions are his own and do not reflect those of his employer.
Aviation Conference Focuses on Industry Challenges from Training Perspective
The World Aviation Training Summit celebrated its 25th anniversary in Orlando, Florida. (Photo: AirlineGeeks | John Flett)
The aviation industry continues to exhibit positive signs of post-pandemic growth as the northern summer schedule gets underway. A number of airlines are approaching or have surpassed 2019 planned capacity levels though this does differ by region.
The North American and European markets were unhindered by travel restrictions last year but some countries in South East Asia have only recently removed COVID-19 restrictions. Only last week announced that ‘all travelers and returnees will no longer be required to submit either a certificate of a negative result of COVID-19 test conducted within 72 hours prior to departure, or a valid COVID-19 vaccination certificate of three doses or equivalent.’
Though the industry is displaying positive signs of returning to pre-pandemic levels of operations it is not without a number of challenges. Airport caps on aircraft movements, production line delays of new aircraft and strategic flight cancellations are all indicators of an industry faced with a worldwide workforce shortage.
Exceeding customer service expectations is a focus of the industry but above all is doing so in a manner that achieves and maintains the highest level of safety.
With aviation organizations vying to be attractive employers to retain staff and with a technologically savvy generation entering the workforce, whilst maintaining and enhancing the industry’s safety record, engaging training has become a focus.
The World Aviation Training Summit (WATS) is an annual event organized by the Halldale Group that brings together ‘aviation training professionals, serving airlines, aircraft manufacturers, regulators, training providers and the training industry.’
WATS recently celebrated its 25th anniversary in Orlando, Florida with over 1100 attendees networking and attending a wide range of sessions. The summit offers three separate streams related to pilots, cabin crew and maintenance in addition to joint sessions on commonalities such as the regulatory environment.
WATS opened with a panel of flight operations executives from airlines and major aircraft manufacturers discussing the current aviation environment, issues the industry faces and how improved training can assist in overcoming challenges and delivering on the paramount goal of safety.
The use of technology and AI in training was spiritedly discussed throughout the four-day summit and WATS provides a forum for these and other subjects to be debated. Halldale Group founder and chief executive officer Andy Smith says the aim of WATS is “not just to improve training, it’s to improve overall safety. It’s going to take the entire community to do this and we cannot sit there and expect the regulator to get it right. And with this much change going on it’s going to need the suppliers, the end users, the educational groups to get this right.”
In addition to WATS, the Halldale Group organize the European Airline Training Symposium (EATS) and the Asia Pacific Airline Training Symposium (APATS). The chair of WATS, Rick Adams, highlighted a few of the initiatives the events feature that deliver toward a broader industry collaboration. “This started in Europe with a head of training meeting a number of years back. That also led to an aircrew training policy group that actually helps to advise EASA on an unofficial basis. We’re rolling that over to here starting this year with this conference.”
Smith sees the value of a WATS-initiated aircrew training policy group (ATPG) as being “immediate and “there to help the regulator move their key issues forward. But, it’s also become a sort of sounding board for where they might go next.
An ATPG can also come to the regulator and say, hey, you know, we ought to be looking at this and then (the regulator can) either say no, yes or will you do it and we’ll listen. The good thing is that we already have an ATPG in Africa and there’s one coming for the LATAM region. And I believe there’s one coming for India as well. This idea of teaming up to solve training problems is great. We are part of that, so we’re trying to drive that forward.”
The impact of industry needs, technological changes and the next-generation workforce have seen EASA recently update the guidelines for cabin crew initial training to allow for the use of virtual methods. EASA Guidelines on Initial Cabin Crew Training state: “Digital learning can replace classroom training, specific hands‐on exercises, or traditionally simulated exercises if well designed e.g. to include the necessary interaction to fulfill the training needs and requirements of the subject or part of it.”
The guidelines go on to say, “The method should be approved by the NAA, when satisfied that the method’s effectiveness in strengthening the trainee’s knowledge and skills and in enhancing the desired learning outcome has been demonstrated. Digital learning could be selected as a training tool when it is deemed suitable to attain the learning outcome and its use results in an equivalent or increased level of competence for the trainee.”
Smith and Adams are positive about the impact that WATS and the other events have on the aviation industry’s training environment. A key part of what the summits do is to continue the conversations beyond the annual events. Adams mentioned that, “in between the live event in Europe, we’re doing a virtual event kind of mid-year update with that same group (Heads of Training).”
“The whole point is to keep the discussion going and enable people to address issues as they need to,” adds Smith. “We’ve stood up as sort of Super LinkedIn, if you will, which allows people to talk to each other, but also allows the creation of working group spaces and so forth.”
The networking and collaborative element of WATS, bringing together aviation professionals from major airlines, aircraft manufacturers, training organizations and associated industries, allows for valuable discussions. Adams puts “the highest value” of the conference on what he calls “the hallway conversations.” Explaining that “you bump into somebody, either you know them or maybe they know you, and you discuss a particular topic or maybe it evolves into other topics.”
Summing up the value of collaborative efforts to improve safety within the industry through more effective training, Andy Smith states: “If you’re going to address real issues, you’ve got to be open, honest. And if you can’t do that, you’re not going to make much progress.”
The next WATS is scheduled to take place in Orlando, Florida between April 29 to May 2, 2024.
APATS 2023 will be held on Aug. 29-30 in Singapore.
EATS 2023 will be held on Nov. 8-9 in Cascais, Portugal.
John has always had a passion for aviation and through a career with Air New Zealand has gained a strong understanding of aviation operations and the strategic nature of the industry. During his career with the airline, John held multiple leadership roles and was involved in projects such as the introduction of both the 777-200 and -300 type aircraft and the development of the IFE for the 777-300. He was also part of a small team who created and published the internal communications magazines for Air New Zealand’s pilots, cabin crew and ground staff balancing a mix of corporate and social content.
John is educated to postgraduate level achieving a masters degree with Distinction in Airline and Airport Management. John has held the positions of course director of an undergraduate commercial pilot training programme at a leading London university. In addition he is contracted as an external instructor for IATA (International Air Transport Association) and has been a member of the Heathrow Community Fund’s ‘Communities for Tomorrow’ panel.
Alaska's newest special livery (Photo: Alaska Airlines)
On Thursday, Alaska Airlines unveiled a new special livery in Anchorage, Alaska. The ETOPS-certified Boeing 737-800 registered as N559AS, previously known as “Salmon Thirty Salmon II,” has been repainted into a livery encompassing Native Alaskan heritage in a new salmon-themed livery.
In April, the aircraft operated its last flight in its previous livery leaving the public unknown if another special salmon livery would be seen. Emerging a little under a month after its last flight, the aircraft rolled out sporting its new livery in Amarillo, Texas, and flew to Anchorage on May 9 according to Flightradar24.
Alaska’s original special Salmon livery (Photo: AirlineGeeks | William Derrickson)
The livery was designed by Alaska native, Crystal Kaakeeyáa Rose Demientieff Worl. The flying work of art features multiple salmons on the tail and fuselage with a blue background. The livery has significant cultural importance to her and her ancestors stating in a press release from the carrier, “It feels good to say that I live in Juneau and fish and hunt here and eat off this land. My family’s been here for a long time, and I can say my ancestors are from here, and I’m eating the same food in the same place that they once were, and that’s really special to be able to share that and say that and feel that—and to create and retell their stories through my eyes. It’s powerful.”
While Crystal designed the aircraft, the livery will have significant importance not only to her but also to Native Alaskans. Emily Edenshaw, President and CEO of Alaska Native Heritage Center, believes that the livery will do more than catch the attention of those that see the aircraft pass by. In a statement included in the Alaska Airlines press release, she mentions “Alaska has always been, and will always be, a Native place with deep, rich cultural heritages. For too long, Alaska has been viewed primarily through a geographical lens, when it is the many Indigenous cultures and peoples that truly make our state unique. We honor and appreciate Alaska Airlines’ commitment to ensuring that from the moment someone sets foot on this airplane, they will have an opportunity to learn about Alaska’s First Peoples, who have inhabited Alaska since time immemorial.”
The aircraft’s name is Xáat Kwáani which translated to English as Salmon People. According to the carrier, this is the first aircraft in the United States to be named in an Alaska Native language.
Xáat Kwáani is the first aircraft named in an Alaska Native language in the United States. (Photo: Ingrid Barrentine | Alaska Airlines)
Other Special Liveries
The new livery will join other environmentally themed liveries already in Alaska’s fleet. The carrier is currently flying a 737-900 in a partnership with Boeing outfitted as an ecoDemonstrator, testing out new technologies that will lower emissions and future environmental impact. This aircraft has a mountain landscape design.
Another wildlife-themed livery can be seen on one of the carrier’s Boeing 737-9 MAX aircraft. Dubbed West Coast Wonders, the livery features Orca whales swimming and according to Alaska “honors the shores we call home and the natural life of the Pacific Ocean and West Coast waters.”
The aircraft will re-enter service on May 12, beginning where the previous livery left off. Operating Flight 62, Xáat Kwáani will fly down the Alaskan coast from Anchorage making stops in Juneau, Sitka and Ketchikan before finishing out the flight number in Seattle. Rejoining the fleet of over 200 Boeing 737s, the aircraft will fly throughout Alaska’s network sharing Crystal’s artwork and the cultural significance behind it across North America.
Zach’s love for aviation began when he was in elementary school with a flight sim and model planes. This passion for being in the air only intensified throughout high school when he earned his Private Pilot Certificate. He then attended Embry-Riddle Aeronautical University, earning his certificates and ratings to later flight instruct and share his passion for aviation with others. He now resides in the North East living out his dream as an airline pilot.
Lufthansa Group Enhances Connectivity to East Africa with Increased Capacity
A Lufthansa A330 departing Austin in 2019 with Air Force One in the background. (Photo: AirlineGeeks | Mateen Kontoravdis)
Europe’s Lufthansa Group is bolstering its connectivity to East Africa by significantly increasing its capacity to the region. The strategic move aims to cater to the surging demand for air travel and strengthen Lufthansa’s presence in this dynamic market.
Effective from June 3. 2023, Lufthansa is set to elevate its operations by introducing daily flights between Frankfurt, Germany, and Nairobi, Kenya. This notable development marks a significant milestone for Lufthansa, as it will be the first time the airline operates daily flights to the Kenyan capital.
The enhanced flight schedule will provide passengers with flexibility and convenience when planning their journeys between Europe and East Africa, according to Kevin Markette, General Manager of East Africa at Lufthansa Group.
Departing each evening at 22:25 local time, the Frankfurt-Nairobi flight is tailored to meet the needs of both business and leisure travelers. per a company press release. Arriving in Nairobi at 20:30 hours, passengers will have ample time to connect with various destinations in Europe during the day, ensuring seamless travel experiences.
Markette, General Manager of East Africa at Lufthansa Group, expressed his enthusiasm about the expanded frequency, stating, “Kenya remains a key focus market for Lufthansa in East Africa, and this decision to maximize our offering into the country is driven by the significant increase in demand and the unwavering support from the local community within the region.”
In addition to the increased frequency to Nairobi, Lufthansa Group’s leisure carrier, Eurowings Discover, will also expand its services to East Africa. Commencing from June 20, 2023 to Sept. 12, 2023, the current four weekly flights between Frankfurt and Mombasa will be increased to five weekly flights.
Brussels Airlines Grows Africa Network
Recognizing the importance of the entire East African region, Lufthansa Group continues to invest in expanding its network and connectivity. Brussels Airlines, a subsidiary of Lufthansa Group, will increase its capacity between Brussels and Kigali. Originally planned as a seasonal increase, the current frequency of four weekly flights will now be maintained throughout the winter season of 2023. This adjustment complements the daily flights offered by Brussels Airlines between Brussels and Entebbe, further emphasizing the commitment of Lufthansa Group to the region.
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.
Pearly Queen, the Virgin Atlantic 787-9 that flew me from London to Austin. (Photo: Mateen Kontoravdis)
With over 70 weekly flights between Texas and London, three airlines offer over 3,000 seats everyday between the Lone Star State and England’s capital. A fourth airline recently joined the lineup when Virgin Atlantic touched down in Austin. The carrier inaugurated flights between Austin and London Heathrow in May 2022, marking its newest U.S. route since 2015 and the first Virgin Atlantic destination in Texas.
Vrigin Atlantic’s Austin route also marks the first nonstop SkyTeam-operated flight between Texas and London. The airline serves Austin with four weekly trips flying on Mondays, Wednesdays, Fridays, and Sundays. The airline utilizes its Boeing 787-9 jets on its flights to Austin.. Each aircraft features 31 lie-flat Upper Class seats, 35 Premium Economy recliners, and 192 Economy seats. It’s also important to note that the 787 Dreamliner allows Virgin Atlantic to offer over 20 tons of cargo capacity on each flight, creating additional opportunities for companies looking to export and import goods between Austin and the UK.
Virgin Atlantic and British Airways both fly nonstop from Austin to London Heathrow. (Photo: Mateen Kontoravdis | AirlineGeeks)
The airline isn’t the first to serve London from Austin. British Airways connects the two cities daily and has been flying the route pair since March 2014. British Airways has served Austin with various aircraft over the years such as the Boeing 787 and 747 and currently flies a 331-seat A350 on the route. Norwegian Airlines briefly flew Austin to London Gatwick during the summer season in 2018 and 2019 prior to dissolving its transatlantic unit.
In its first summer of flying from London to Austin, Virgin Atlantic recorded a 63% load factor on the route according to Cirium. The carrier serves the route year-round and passengers can connect onward to various destinations with its joint venture and interline partners. Passengers who are departing Austin in the Upper Class cabin have access to Delta’s new Sky Club as well.
Traveling with Virgin Atlantic to Austin
I recently had the opportunity to try out the carrier’s luxurious Upper Class experience on a flight from London to Austin. The journey began at Virgin Atlantic’s dedicated Upper Class Wing, nested away from the busy traffic of Heathrow’s Terminal 3. All Virgin Atlantic Upper Class and Delta One passengers departing from the terminal can access the private check-in wing.
Passengers traveling in Upper Class have access to an exclusive check-in space at Heathrow’s Terminal 3. (Photo: Mateen Kontoravdis | AirlineGeeks)
Inside, there were multiple check-in counters and lounge chairs to relax in while waiting to check in for a flight. After checking in, passengers can walk straight to a dedicated security screening lane. Due to Heathrow airport staffing shortages, only one lane was open when I was traveling. With a busy travel period and long lines, it took a little over an hour to clear security.
Virgin Atlantic’s large Club House offers plenty of different seating options for passengers. (Photo: Mateen Kontoravdis | AirlineGeeks)
There is plenty of natural light and comfortable seats for passengers. (Photo: Mateen Kontoravdis | AirlineGeeks)
As soon as I was in the terminal, I headed straight to the Virgin Atlantic Club House for a quick visit. The lounge featues plenty of seating options, a self-service dining area, and sit-down service with an extensive and diverse menu. The bathrooms were very clean, and there were also showers available to reserve.
The rooftop patio offers fantastic views of Heathrow’s tarmac. (Photo: Mateen Kontoravdis | AirlineGeeks)
Passengers with a longer layover can enjoy a ride on a Peloton in the lounge. (Photo: Mateen Kontoravdis | AirlineGeeks)
There’s even a pool table hang-out spot and Peloton room for passengers with a longer layover. The AvGeek highlight is definitely the club’s rooftop patio, boasting 360-degree views of the nonstop action at Heathrow. After a quick visit to the lounge, I walked over to my gate to board my flight to Austin.
Flying Onboard the Airline’s Dreamliner
The flight was operated by “Pearly Queen,” a six-year-old 787-9 Dreamliner. Every jet in the Virgin Atlantic fleet has a unique name and Flying Icon painted near the cockpit of the aircraft. The airline has 17 Dreamliners in its fleet.
Boarding was easy, and I was greeted by excited flight attendants, many of whom would be flying to Austin for the first time, and a great hip-hop boarding playlist. As soon as I arrived at my seat, a flight attendant offered me a choice of water, orange juice, champagne, coffee, or tea for a pre-departure beverage. There was also a can of water placed at each seat. The airline is focused on sustainability and swapping plastic bottles for cans is one way Virgin Atlantic is decreasing waste created by the inflight service.
Virgin Atlantic’s 787-9 jets feature 31 Upper Class seats, each with aisle access. (Photo: Mateen Kontoravdis | AirlineGeeks)
Though a bit dated, each seat offers plenty of legroom for passengers. (Photo: Mateen Kontoravdis | AirlineGeeks)
Virgin Atlantic’s 787 business class cabin is laid out in a 1-1-1 configuration. All window seats face towards the middle of the cabin, but window seats on the left side of the aircraft offer additional privacy. Despite being a bit outdated and offering less privacy compared to other seats flying between the U.S. and London, each seat has plenty of unrestricted legroom. Each seat also has an individual air condition nozzle which is a huge plus when flying longhaul.
The airline recently introduced a new tech-focused Upper Class cabin for its Airbus A330neo cabin. This cabin emphasizes passenger privacy and currently flies from London to Atlanta, Boston, New York JFK, and Tampa. It’s unclear if the airline plans to roll out the new Upper Class cabin to its Dreamliner fleet in the future.
There were plenty of fantastic wing views after departing London. (Photo: Mateen Kontoravdis | AirlineGeeks)
There were plenty of fantastic wing views after departing London. (Photo: Mateen Kontoravdis | AirlineGeeks)
As we taxied for departure, the Inflight Service manager stopped by each passenger to introduce himself and explain the functionality of the Upper Class seat. We were airborne by 12 p.m., just 20 minutes after our scheduled departure time, and on our way to Texas.
Each Upper Class passenger is given a reusable amenity kit with several toiletries. (Photo: Mateen Kontoravdis | AirlineGeeks)
I started the flight with a mimosa and a small snack. (Photo: Mateen Kontoravdis | AirlineGeeks)
Virgin Atlantic’s amenity kit is made of recycled paper and features multiple useful items such as a toothbrush, eyeshade, socks, and several moisturizing creams.
While the IFE screen is a bit dated, the airline offers a large selection of entertainment to choose from. (Photo: Mateen Kontoravdis | AirlineGeeks)
The airline also offers a large selection of inflight entertainment options and a pair of noise-canceling headphones available for each Upper Class passenger. There were 130 movies, 30 destination guides, 525 albums, and nine games to enjoy onboard. Each seat in the Upper Class cabin offers U.S., EK, and EU power outlets and a USB plug. The airline’s entire fleet offers wifi connectivity for a fee as well.
Indulging in the Upper Class Experience
The lunch started with an artichoke appetizer. (Photo: Mateen Kontoravdis | AirlineGeeks)
The main course featured a prawn dish. (Photo: Mateen Kontoravdis | AirlineGeeks)
About 20 minutes after takeoff, the flight attendant stopped by my seat offering me a Mimosa and pretzels. About an hour later, my table was set for a delicious lunch service over the Atlantic Ocean. I started with a grilled asparagus and artichoke appetizer. The chive mayonnaise gave it a unique flair. For the main course, I had three options including Breaded chicken breast, Garlic and ginger prawns, or Fig and goat’s cheese toast. I went with the Prawns and really enjoyed them. It was a simple, yet well-executed dish.
I had a Passionfruit and chocolate dome for dessert. (Photo: Mateen Kontoravdis | AirlineGeeks)
After eating everything, I finished the meal with a cheese board. (Photo: Mateen Kontoravdis | AirlineGeeks)
For dessert, I had a Passionfruit and chocolate dome, followed by a cheese plate. The dessert was easily one of my favorite in-flight sweets I’ve had. I found Virgin Atlantic’s inflight catering to be well above average. While portions were on the smaller side, the options were unique and fresh. The service was also extremely attentive. The flight attendants were very proactive about drink refills and the entire service was efficient and complete within the first two hours of the flight.
he bed was fairly spacious and comfortable thanks to the high quality blanket and pillow that were provided. (Photo: Mateen Kontoravdis | AirlineGeeks)
After watching a short film, I converted my seat into bed mode for a nap. Virgin Atlantic’s 787 business class seat requires you to flip the seat for it to lie-flat. The seat itself can recline up to 42 degrees, but it is harder to go back and forth between a seated and lie-flat position. Once flat, the airline provides customers with a pillow, blanket, and plush mattress pad. The mattress pad helped soften the firm seat and the cozy blanket was perfect for a short sleep.
The spacious onboard lounge is the perfect spot to enjoy a snack or drink during the flight. (Photo: Mateen Kontoravdis | AirlineGeeks)
This was one of the best pre-arrival meals I’ve had on a business class flight. (Photo: Mateen Kontoravdis | AirlineGeeks)
Each Virgin Atlantic 787 features a lounge space for Upper Class passengers. There’s a self-service bar with drinks, chips, nuts, and energy bars available throughout the flight. There is also a seating area for passengers to enjoy right behind the last row of Upper Class seats. This unique space is a great spot to enjoy a drink with a friend or grab a snack between the meal services.
About 90 minutes prior to landing, a flight attendant stopped by my seat to offer a pre-arrival snack. Passengers can order from the airline’s four small plate options anytime after the first meal service. I went with a salad and a Texas-themed pulled pork sandwich. Both were fantastic, and the sandwich was warm with crisp bread.
Clearing customs at a medium-sized airport like Austin tends to be easier. With fewer international flights, the lines typically move faster. (Photo: Mateen Kontoravdis | AirlineGeeks)
Before I knew it, 10 hours had passed and we were on our final approach. Clearing customs in Austin was easy and I was on the road within 30 minutes of touching down.
Austinites now have four choices of airlines when flying nonstop between Austin and Europe. There was something different about Virgin Atlantic that I really enjoyed. The service was very attentive, the flight attendants created a very welcoming atmosphere, and the cabin had a relaxing vibe. The airline’s entrance into the Austin market marks the first SkyTeam option for passengers traveling to London. I’d book this flight again in the future and look forward to seeing Virgin Atlantic expand beyond four weekly flights as demand continues to grow between Austin and Europe.
Mateen has been interested in aviation from a very young age. He loves learning about different aspects of the industry. Mateen has been an editor for the website since early 2017. Most recently, Mateen is additionally the website’s overall strategist. In addition to writing for AirlineGeeks, Mateen is a sophomore at the University of Texas studying Human Dimensions of Organizations. You can also find him on Instagram (@Plane.Photos) where he enjoys sharing his aviation photography with thousands of people on a daily basis.
Why The FAA’s 169 New Routes Will Impact Air Travel
My aircraft N7YR at the gate in Baltimore (Photo: AirlineGeeks | Joey Gerardi)
Last weekend, the Federal Aviation Administration announced a plan to add more east-coast routes for flights. 169 new flight corridors will be inaugurated for the summer season, while many others will be retired. The FAA says the new routes are more direct, faster, and will make the airspace along the east coast more efficient. This begs the question: how do airlines and pilots choose which routings to fly, and why does the FAA get to dictate some of them?
Seasonal Avgeeks will know the general format of airline routings: generally speaking, aircraft fly along “highways” in the sky called airways connecting specific waypoints to get from one airport to another. Departure and arrival procedures sequence aircraft into and out of terminal areas, and instrument approaches line aircraft up for specific runways at specific airports.
This seems straightforward enough. So why does the FAA dictate which routes aircraft take instead of letting them choose for themselves? And how do you make airplane routes more efficient?
Old vs New Routings
Many of the old routes that the FAA is retiring are determined by ground-based navigation aids, also called NAVAIDs. The most common type of ground-based NAVAIDs is based on “Very-High-Frequency Omnidirectional Range” stations, or VORs. These stations, since they’re ground-based, have specific locations on the ground, and aircraft can fly along radio signals they emit to join airways.
There are two major issues with VORs. First, they are subject to a number of limitations, most importantly that they’re line-of-sight: the path between an aircraft and a VOR must be uninhibited by obstructions like buildings or mountains. Secondly, as previously stated, they have fixed positions. While VORs used to be ample around the United States, they’re in the beginning stages of being phased out, which means there are fewer and fewer available to determine routings. Thus, aircraft have to use more and more roundabout airways connecting VORs, which means their routings are less efficient than they once could have been.
A Virgin America A320 lands at Reagan National Airport. The East Coast is getting new GPS-based routes for the summer season. (Photo: AirlineGeeks | Craig Fischer)
Thus, the Federal Aviation Administration is transferring many of its facilities to GPS-based stations. Satellites perpetually in orbit and without any one fixed location allow the FAA to create more direct routings between places. Waypoints still have fixed geographical locations, but they no longer need to be defined by hardware on the ground that needs to be built around airports, obstructions, homes, parks, or other obstacles. It is therefore cheaper for the FAA to build easier routings for aircraft to use connecting different airports. With more waypoints, you can have more airways, and you can more easily send aircraft between waypoints that are not defined by airways, especially in mountainous areas where more VORs are significantly limited by line-of-sight problems.
Why the FAA Needs Predetermined Routes
But why does the FAA need to create specific routings? Couldn’t airlines just link together whatever GPS waypoints they want and call it a route? While sometimes minute differences in routings exist, the FAA does more than just establish waypoints. In order to increase the efficiency of the national airspace system, the FAA also publishes “Preferred IFR Routes” between airports that are frequently connected. Many airports are not connected by these routes, but on busy routes like JFK-LAX, DFW-ORD, and IAH-SFO, it’s easiest for the FAA to plan on each aircraft having more or less the same routing so they can proactively route other planes around each other. These preferred IFR routes can also apply to terminal areas; it is easy, for example, for a business jet taking off from Chicago Executive Airport, which is less than 10 miles from O’Hare, to join a preferred route to take it to Miami or Washington, D.C.
The FAA also cites ease in adapting to weather conditions – fewer GPS limitations means more options where controllers can send flights who need to deviate – and a reduction in converging points – more GPS waypoints reduce the necessity for everyone to fly to and converge on the same VORs – as reasons why they are increasing the number of GPS routes across the east coast.
Busy Summer to Come
The change comes as the United States approaches what is expected to be an incredibly busy summer season. After a winter that saw a significant number of flights delayed, especially around the December holidays, it is of paramount importance that airlines operate as efficiently as possible, and the possibility of new, more efficient routings will help that cause.
“These significant improvements to our national airspace system are just in time for summer and will help travelers get to their destinations more efficiently,” said Tim Arel, the chief operating officer of the FAA’s Air Traffic Organization. “The new routes will reduce complexity and redistribute volume across all available airspace. I’m proud of the FAA and industry’s strong collaboration on this project to get it done.”
A United A320 in a retro livery landing in Las Vegas. (Photo: AirlineGeeks | William Derrickson)
“American has long been a proponent of unlocking additional high-altitude routes along the East Coast and we are optimistic they will have significant benefits for our customers and team members,” American Airlines Chief Operating Officer David Seymour wrote in an email to CNBC.
The FAA reports that new routings will shave off 40,000 miles and 6,000 minutes of travel time annually because of their efficiency.
FAA Staffing Shortages
Besides making travel more efficient, the FAA hopes that the efficient routings will alleviate some of the stress on the Air Traffic Control (ATC) system, which has been drastically understaffed for years. Having more efficient routes will mean that controllers can separate and sequence flights more easily and increase the capacity of the system, allowing more flights to operate with the same number of controllers.
Air Traffic Control shortages have proved problematic for the FAA since the pandemic rebound, as they were unable to match the sudden uptick in flights with a similar increase in controllers. The East Coast has been hit particularly hard, with Jacksonville Center, in particular, becoming notorious for being understaffed and delayed. With efficient routes, the FAA can address this staffing problem to keep more flights running on time.
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.
Air New Zealand has announced that the remaining de Havilland Q300 aircraft still in the teal Pacific Wave livery will feature iconic black and white, the current livery.
The Q300 is the smallest plane in the airline’s fleet and the remaining eight aircraft are the only jet donning the teal Pacific Wave livery. The airline said that it is the end of an era as the original livery with more than eighty years of history, it started with the creation of Tasman Empire Airways Limited (TEAL) and now become Air New Zealand. Air New Zealand started using the black and white livery in the 2010s.
The livery transformation will be taking place in New Zealand, with the support of Airbus. It provides the perfect location to repaint turboprop aircraft. Airbus facility is normally used to repaint the military. The aircraft were previously painted off-shore in Australia and it is the first time the aircraft have been fully repainted in the country.
The eight aircraft will go through the repaint process over the next four months and expect to finish the transformation by July, in time to meet the surging demand during the school holiday.
“We’re really excited about this opportunity to work with Airbus on the repainting of these planes which help connect our customers to the regions – from Hokitika, Gisborne, Napier, Rotorua, Whangarei and beyond. It’s fantastic to have the capability to do this in our own backyard.” Brett Daley, Air New Zealand’s Group General Manager of Engineering and Maintenance, said.
Air New Zealand purchased its first Q300 in 2005. The aircraft can accommodate 50 passengers, with the design of 2-2 configuration and a seat pitch of 30-33 inches. The airline has 23 Q300 and 29 ATR-72 aircraft in its turboprop.
In response to the climate change. Earlier, the airline revealed that the fleet plan of acquiring the first electric aircraft by 2030. In addition, Q300 would be replaced with an aircraft that operate on alternative power after 2030.
Network Expansion
After keeping its head above water for the last three years, Air New Zealand has been expanding its wings again. The flag carrier resumed its daily flight to Shanghai in May as Kiwi has gone further in partnering Air China to provide four-times-a-week service to Beijing. China was New Zealand’s second-largest international visitor market in 2019.
In the meantime, the airline is expecting the travel demand will be increased during the winter. Earlier, it announced that the seasonal service to Sunshine Coast, Australia will be launched in June. Sunshine Coast will be the ninth destination in its neighboring country. Earlier, the airline resumed the service to Bali, Indonesia, one of Kiwis’ favorite travel destinations.
United Airlines' oldest A320-232, registered as N401UA, departing Los Angeles International Airport in 2015 (Photo: Glenn Beltz (Wikimedia Commons), licensed under CC BY-SA 3.0)
After nearly three decades of service, United Airlines’ oldest Airbus A320 is heading for retirement. The aging aircraft is scheduled to operate its last scheduled passenger flight on May 7, 2023.
United’s First Airbus A320
The Airbus A320-232 is registered as N401UA and was delivered to United on November 24, 1993. Although its manufacturer serial number is 435, it was the 431st A320 produced by Airbus and the 64th oldest A320 in service.
Upon delivery, the aircraft was painted in United’s grey “Battleship” livery and configured with 12 domestic first class seats and 126 economy class seats. Between 1995 and 1998, the aircraft was named after United employee Alan Temple.
In December of 2005, N401UA was transferred to Ted, United’s former low-cost brand. The aircraft was repainted in the Ted livery and reconfigured with an all-economy layout with 156 seats. It spent a few years flying around North America, Central America and the Caribbean for Ted. When the Ted brand was shuttered in January of 2009, the aircraft was reintegrated into the United fleet. With its return to mainline flying, the aircraft was once again repainted, this time into United’s “Rising Blue” livery. It also received a new configuration, with 12 domestic first class seats and 138 economy class seats.
United Airlines A320-232 N401UA at Luis Munoz Marin International Airport in San Juan, Puerto Rico in 2009 (Photo: Tomás Del Coro (Wikimedia Commons), licensed under CC BY-SA 3.0)
Following the United-Continental merger in 2010, the airline introduced a new livery that was heavily influenced by Continental Airlines’ globe design. N401UA received this livery in early 2012, bidding farewell to the iconic 1974 “United Tulip” logo designed by American graphic designer and filmmaker Saul Bass. Although United introduced a new livery in 2019, N401UA never received the new colors and will retire in the post-merger globe livery.
As reported by @xJonNYC on Twitter and the United Airlines Fleet Site, United’s first A320 was retired after operating its last scheduled passenger flight on May 7, 2023. Its last revenue flight was United Flight 1832 from Southwest Florida International Airport in Fort Myers to Chicago O’Hare International Airport. N401UA is then scheduled to be ferried to Tupelo Regional Airport in Lee County, Miss.
Here she is arriving into IAD as flight 1830. Glad to have gotten the chance to say goodbye. Rest easy old girl. ? pic.twitter.com/j3c9KxfxPc
Despite the retirement of N401UA, United is expected to keep its Airbus A319 and A320 fleet in service for many years to come. The Chicago-based carrier is in the process of retrofitting its narrowbody aircraft with its “United Next” interior. The new cabins feature seatback entertainment screens, new lighting and overhead bins, refreshed lavatories and braille placards.
The first A319 with the new interior, N801UA, completed its interior refurbishment at Melbourne Orlando International Airport in late April and is currently at Roswell Air Center in New Mexico for repainting. A 26-year-old A320 registered as N438UA is currently being retrofitted in Melbourne and will be the first A320 with the new cabin.
United will also be introducing new Airbus narrowbody jets to its fleet. The airline has ordered 70 Airbus A321neo aircraft and 50 Airbus A321XLR aircraft. A321neo deliveries are scheduled to start later in 2023 and A321XLR deliveries are slated to begin in 2024.
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.
A JSX E145 prepares for its return flight to Dallas after landing in Austin. (Photo: AirlineGeeks | Mateen Kontoravdis)
Dallas-based carrier JSX has announced five new routes that will bring them into three new cities and three new states. New cities include Nashville, Tenn.; Martha’s Vineyard, Mass.; and Portland, Maine
The routes to Nashville will include service to Westchester County in New York State, as well as Dallas Love Field and seasonal service to Destin Executive in Florida. Flights to all three places will begin on June 22, 2023, with Dallas and Westchester service operating twice daily, and Destin flights operating five times a week, with no flights on Tuesdays or Wednesdays.
JSX is the world’s first carrier to feature a Starlink antenna on its aircraft. (Photo: Mateen Kontoravdis | AirlineGeeks)
In addition to Nashville, Westchester will also be getting two more new routes; to Portland and Martha’s Vineyard. Flights to both cities will operate on a seasonal basis from June 22, 2023 until Sept. 4, 2023. The flights to both destinations out of Westchester will operate five times a week, with no flights on Tuesdays or Wednesdays.
These new flights will bring JSX up to 25 destinations served either year-round or on a seasonal basis. They have been expanding a lot lately with the addition of flights around the Rocky Mountain region this past winter. All flights will be operated on the carrier’s 30-seat Embraer E135 or E145.
All flights and schedules are obtained from the carrier’s website and are subject to change
Joey has always been interested in planes for as long as he can remember. He grew up in Central New York during the early 2000s when US Airways Express turboprops ruled the skies. Being from a non-aviation family made it harder for him to be around planes and would only spend about three hours a month at the airport. He was so excited when he could drive by himself, the first thing he did with his driver's license was get ice cream and go plane spotting for the entire day. He graduated from Western Michigan University in 2022 with a B.S. in Aviation Management & Operations and a Minor in Business, and currently works for a major airline in his hometown.
Airbus Announces Below Expectations Results for First Quarter 2023
Two aircraft flying in formation in a rendering from Airbus's fello'fly program, modeled after the flight patterns of geese. (Photo: Airbus)
Gross commercial aircraft orders for Airbus Industries amounted to 156, almost 100 orders lower than in Q1 2022 (253 aircraft), with net orders after cancellations of 142 aircraft. Airbus’ commercial aircraft revenues decreased by 5 percent compared to the same period last year, mainly due to lower deliveries, partly offset by the strengthening of the US dollar.
Airbus Helicopters recorded 39 net orders, 17 fewer than in the previous quarter (56 orders). Nevertheless, helicopter deliveries increased to 71 units compared to 39 in Q1 2022, mainly driven by light helicopters deliveries.
Finally, Airbus Defence and Space’s total order value in Q1 was € 2.5 billion, € 0.7 billion lower than in Q1 2022 (€ 3.2 billion), representing a 6 percent decrease in revenues.
However, Airbus CEO Guillaume Faury was upbeat about the first-quarter results, which confirmed strong demand, particularly for commercial aircraft. The French aircraft manufacturer continues to face an unfavorable operating environment due to ongoing tensions in the supply chain, which will lead to a slowdown in commercial aircraft deliveries. Airbus still aims to deliver 720 commercial aircraft this year.
As a result, the manufacturer’s total revenues declined slightly to 11.8 billion euros in March 2023, compared to 12 billion euros in Q1 2022. Consolidated EBIT Adjusted (an indicator that captures the business margin excluding gains caused by movements in provisions related to programs, restructuring or foreign exchange impacts) fell to 773 million euros from 1,263 million euros in Q1 2022.
Consolidated free cash flow before M&A and customer financing was € -889 million, mainly reflecting the inventory build-up required by the aircraft manufacturer’s production ramp-up.
Commercial and Military Aircraft Production Status
Despite these disappointing results, the ramp-up of the Airbus A220 program continues with the goal of reaching a monthly production rate of 14 aircraft by 2025. The Airbus A320 Family program is also undergoing improvements to increase its production rate to 65 aircraft per month by the end of 2024. The decision to add a second final assembly line in Tianjin will increase the total industrial capacity to 10 final assembly lines for the Airbus A320 Family, helping Airbus to reach a production rate of 75 aircraft per month in 2026. Airbus also aims to increase the Airbus A330 production rate to four per month in 2024 and to nine per month for the Airbus A350 by the end of 2025.
In terms of new versions, the first components for the Airbus A350F have recently been produced at Airbus Atlantic in Nantes and are expected to enter service in 2026, while flight testing of the A321XLR is continuing and entry into service is planned for the second quarter of 2024.
Finally, with regard to the A400M program, development activities continue but risks remain related to the qualification of technical capabilities and associated costs, aircraft operational reliability and cost reduction.
Vincenzo graduated in 2019 in Mechanical Engineering with an aeronautical curriculum, focusing his thesis on Human Factors in aircraft maintenance. In 2022 he pursued his master's degree in Aerospace Engineering at the University of Palermo, Italy. He combines his journalistic activities with his work as a Reliability Engineer at Zetalab.
