A United Express CRJ-200 in Ogdensburg, N.Y. (Photo: AirlineGeeks | Joey Gerardi)
SkyWest, under the United Express banner, requested to terminate just over 30 of these EAS contracts at the beginning of the year, each of the communities began the EAS bidding process and each city had its prospective bidders and proposals from the airlines.
There were a few airline proposals that were a bit of a shock, but none more so than Eau Claire, Wis. This small community located 85 miles east of Minneapolis/St. Paul Airport had three airlines submit proposals to the Department of Transportation: Boutique Air, Sun Country, and Southern Airways Express, the latter of which revoked its proposal.
A Boutique Air Pilatus PC-12 in Greenville, Miss. (Photo: AirlineGeeks | Joey Gerardi)
Boutique proposed service to Minneapolis/St. Paul for multiple flights a day, Sun Country proposed service to four airports all of which at less than daily frequencies. One of the requirements to operate EAS flights is they must meet a certain number of daily flights unless they are otherwise waived.
The carrier that rescinded its proposal; Southern Airways Express, even sent in a letter to the DOT saying how they hope Boutique Air gets selected as Sun Country doesn’t meet certain requirements. The following is an excerpt from the two-page letter Southern Airways Express sent to the DOT:
“Under no circumstances should the Department accept Sun Country’s proposal, whether by waiver or otherwise, even if there is support for the proposal. To do so would set a horrendous precedent and invite a host of similarly untenable EAS applications from carriers operating large aircraft….For DOT to subsidize such service would make an outright mockery of the EAS program, its goals, and its well-established precedents over more than 40 years.”
The airport director of the Eau Claire Regional Airport sent a letter to the DOT to “request that the Secretary waive the EAS minimum frequency requirement of 49 U.S.C. 41732 (b)(1)(a) as related to frequency of service for the duration of this Sun Country EAS contract to serve Eau Claire.” and it appears the DOT did accept the airports request as Sun Country has been awarded the EAS contract on July 13, 2022.
However, at the posting date of this article, the DOT has yet to post a response to Southern Airways Express’ opposition to selecting Sun Country. It would be worth noting that the other carrier proposing service, Boutique Air, only operates single-engine Pilatus PC-12s and would require the airport to waive their right to two-engine aircraft for this and possibly future EAS contracts.
Contract Terms and Service Details
So with the contract selected, here are the details of the service. While the contract has been chosen, the airline hasn’t formally announced an exact start date for its Eau Claire service, the contract is scheduled to start on Dec. 1, 2022 and will run for two years until Nov. 30, 2024. All services will be flown using 186-seat Boeing 737-800 aircraft, the largest on any EAS contract in the entire country.
A Sun Country 737-800 at the airline’s hangar in Minneapolis (Photo: AirlineGeeks | Joey Gerardi)
The airline will operate flights twice-weekly year-round to Minneapolis/St. Paul, in addition, it will operate an average of two flights a week to Ft Myers, Orlando, or Las Vegas and the destination they do serve will depend on the season and month. The annual subsidy of the contract will be $6,460,988 per year for the two years. The airline did mention they’d provide bus service to their hub at Minneapolis/St. Paul on the days when there are no flights, but that is not part of the EAS contract.
The Las Vegas flight will become the longest EAS flight route in the entire country at 1,380 miles, overtaking the current record holder which is Alaska Airlines on their Anchorage to Adak EAS flight that comes in at 1,192 miles.
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.
Australian Domestic Airlines Nearing Full Recovery
A Qantas A380 arriving at Sydney Airport (Photo: AirlineGeeks | Hisham Qadri)
Australia’s domestic airline industry is approaching full recovery, according to statistics released by the Australian Competition and Consumer Commission in its June report on airline competition in Australia. Releasing its report on June 8, 2022, the independent competition and consumer authority focused on data gained from April 2022, part of a larger review of Australia’s domestic airline competition. The data reveals a post-pandemic recovery amounting to nearly 90% of pre-COVID levels, as well as increased airline and airfare competition.
The highlights of the report, as defined by the ACCC, include evidence of increased consumer confidence despite new COVID variants, as well as consumer benefits of increased airline competition, concerns about increasing fuel costs and their impact on passengers, and an evaluation of Australia’s domestic market share. The report concludes with lessons Australia can gain from analyzing Canada’s domestic airline competition.
Increasing Passenger Levels
Increased passenger levels began earlier this year, following eased travel restrictions in several Australian states, most notably Queensland and Western Australia. The open borders culminated in April’s 4.5 million passenger peak during the Easter holiday period, reflecting 89% of pre-pandemic levels. Of this 89%, Qantas (including Jetstar) reported a flight capacity of 110%, with the first airports to reach and surpass their 2019 passenger numbers being holiday hot-spots Gold Coast airport and Sunshine Coast airports respectively.
In terms of route popularity and growth, it was the Gold Coast that proved to have the highest recovery rates, with some routes far exceeding pre-pandemic numbers. The three most popular routes – all destined for the Gold Coast – included the Canberra route, peaking at 193% of pre-pandemic levels, Melbourne at 126%, and Adelaide at 125%. As for the usual ‘Golden Triangle’ – routes between Sydney, Melbourne and Brisbane – increases were noted also, with Melbourne-Sydney reaching an 82% recovery with 563,000 passengers, Brisbane-Sydney at 81% with 322,000 passengers, and Brisbane-Melbourne increasing the fastest at 89% with a passenger total of 272,000.
While the data shows a strong consumer drive for holidays on the back of eased restrictions, the report noted additional factors for increased travel, such as increased competition. Expansion of regional airline Rex, which has challenged both Qantas Group (including Jetstar) and Virgin, has resulted in lower airfares, with the report stating that “growing numbers of Australians are benefitting from direct competition between all 3 of the main airline groups,” with both Qantas and Virgin having lowered their prices to match or undercut Rex airfares in previous months.
ACCC ‘Reviewing’ Airline Competition
Despite concerns that airfares may have “bottomed out” thanks to increasing oil prices, there is an ever-increasing voice from both industry and consumers that Qantas’ actions have been domestically detrimental. The three main factors behind this negative perception of the Australian flag-carrier revolve around poor customer service, alleged ‘anti-competitive conduct’, and its proposal to purchase all remaining shares of Alliance Airlines.
Reinforcing this perception, the report makes specific mention of all three of the above-mentioned factors, with the ACCC noting that it is reviewing each of the issues.
On the matter of poor customer service, the report stated: “The ACCC is looking into these issues, including whether Qantas’ conduct may raise concerns under the Australian Consumer Law.” The issues, mentioned in this opinion piece, include long call hold times and a credit policy where passengers could only use credits for flights of equal or greater value than their original bookings. Addressing this concern, the report states: “The practical effect… is that customers who seek to book using a flight credit issued for flights booked on or after 1 October 2021 are made to use a different flight booking portal and, in some cases, are not shown cheaper fares that may be available when booking using other payment methods on Qantas’ website.”
Qantas’ customer service has since sunk to new lows, with travel website Traveller recently adding that “the rants are currently well outweighing the raves… with complaints to Traveller about Qantas overwhelmingly dominating our inbox,” adding that it was “close to having to declare a pause on Qantas-related missives.” Issues, such as lost baggage, have been attributed to a third-party contractor after Qantas outsourced about 2000 workers despite the billions of dollars in government support over the years. Recently, Qantas lost an appeal against the Australian Federal Court’s decision that the sacking of those workers was illegal, further staining the airline’s reputation.
Regarding Qantas’ alleged ‘anti-competitive’ behavior, the report noted: “In concluding our investigation, we noted that a range of factors impacted the competitive dynamics in the market at the time, particularly the COVID-19 movement restrictions and border closures,” adding that “COVID-19 related measures have now been relaxed and this will simplify evaluating the impact of any future capacity increases or pricing practices by airlines in response to new competition. The ACCC will continue to pay close attention to any behaviour that may be anti-competitive.” The investigation commenced after Rex complained Qantas had added capacity to routes that were both historically low in passenger count and operated by Rex, with its CEO, the Hon John Sharp AM saying: “This behaviour is all the more unconscionable after receiving over $2 billion in federal bailouts over the past 2 years.”
Qantas also faces additional scrutiny after it recently proposed to purchase shares of Australian airline Alliance Airlines. Already owning 19.9% of shares, Qantas plans to acquire all remaining shares, raising concerns of the impact on domestic airline competition. Alliance Airlines already leases aircraft and supplies parts to Virgin, as well as operating remote fly-in fly-out services to mining communities in regional Australia. On this matter, the report stated: “We are assessing the proposed acquisition to determine whether it has the effect or likely effect of substantially lessening competition.”
Australians May Have “Missed Out”
The ACCC report concluded with the comment that “Australian consumers may have missed out on cheaper travel and additional routes because fewer airlines have entered the Australian market.” In its assessment of domestic aviation, comparing Australia and Canada with both economic and geographic similarities, the ACCC found that Canada’s low-cost carriers (LCC) have been a primary driver in domestic growth. This growth was attributed to both new and expanding airlines, delivering “providing both affordable travel and competition.”
Speculating that Qantas’ subsidiary Jetstar exploited the LCC gap in Australia over the past ten years, the report said that “any prospective LCCs would have known that they would need to compete directly with a profitable, well-established rival with strong financial backing of a large airline group, potentially deterring new entry.” It’s Canada’s example which gives confidence that new-comer Bonza can establish a footing in Australia to further add competition and growth in what the ACCC sees as a “concentrated” airline industry.
The report expressed its confidence in Bonza, stating that: “Canada’s experience suggests that Australia’s domestic market may be large enough to support more competition than the traditional duopoly of the Qantas Group and Virgin, such as that offered by Rex and Bonza.”
Mike’s love affair with flight and mechanical objects in the sky began at an early age, fascinated by space documentaries and the vintage Flight Simulator ’95. He currently works as an instructor for UAVs and is training to receive his Private Pilot Licence with the goal of working in manned flight instruction. An avid reader of all things aviation and manned space flight, Mike stays close to developments in aerospace while reminiscing and sharing the rich history of flight with others. He loves writing, engineering and science.
It’s been one year since Pittsburgh International Airport installed a first-of-its-kind microgrid, becoming the first airport to ever run completely on natural gas and solar energy.
Since going live, the airport has not only seen great environmental impacts but substantial economic benefits as well, saving the airport upwards of $1 million in energy costs alone. The airport isn’t the only entity benefiting from the microgrid, as the surrounding campus is powered by the grid as well.
The airport was able to accomplish this through the addition of 9,360 solar panels and five natural gas-fired generators that sit on approximately eight acres of the airport’s property. The airport’s solar panels, combined with the generators, produce more than 20 megawatts of electricity, 43 percent more megawatts than the 14 megawatts needed during peak demand. The power generated from the microgrid can supply power to the airport’s airfield, terminal buildings, Hyatt Hotel and the gas station Sunoco.
“We’ve lowered our energy costs, we’ve lowered our carbon output and we have guaranteed ourselves resiliency and redundancy,” stated Christina Cassotis, CEO of the Allegheny County Airport Authority. “That’s really important to an airport.”
With its current grid, the airport will cut carbon dioxide emissions by 8.2 million pounds per year, a significant impact for an industry that is under constant scrutiny for generating the largest share of greenhouse gas emissions. Airports worldwide are contributing to the goal by utilizing more sustainable energy options such as solar, wind, biomass, hydro and geothermal, all solutions contributing to the industry-wide goal of cutting carbon emissions in half by the year 2050
“We are really proud of the microgrid and we see this as one example of the work we are doing in sustainability,” stated Cassotis in a press release. “It’s really led to a reconsideration by the industry of what’s possible.”
“We all need aviation and a lot of us want it to be more sustainable, so we want to be at the forefront of making that happen and we are doing it right here.”
Room For Growth
With the first anniversary being this month (July), the airport has seen energy cost savings of $1 million. As a result of the great success, the airport already looks to add to the microgrid, further increasing cost savings and its environmental impact. The airport is considering doubling the number of solar panels on site, which would bring the total to 18,720 panels.
The microgrid isn’t the only sustainable initiative of the airport, it extends beyond this. The airport is currently working on alternative fuel strategies, repopulating the communities honeybee population, and completing the Terminal Modernization Program – A program by Allegheny County Airport Authority that’s designed to make Pittsburgh International Airport the “smartest” airport in the world by implementing technology provided through an agreement with Carnegie Mellon University.
“We are looking at using any and all materials in our new terminal that come out of, for example, ripping up the ramp and crushing the concrete – that will be the base layer of our roadway system,” stated Cassotis.
Pittsburgh International’s new microgrid is as beneficial as it is impressive. It is a step in the right direction for the community and industry as a whole and should serve as an excellent example for the industry going forward.
Chase Hagl grew up in Twin Falls, Idaho. His love and passion for Aviation landed him in Orem, Utah where he obtained a B.S. in Aviation Management with a minor in Business Management from Utah Valley University. Chase currently works as a flight attendant in Charleston, SC and is also the primary Inflight ASAP ERC representative for startup airline, Breeze Airways. His experience in the aviation industry spans back four years, working in areas including agriculture application, customer service, maintenance, and flight ops. In his free time, Chase enjoys road biking, astronomy, and flying.
Dash Air Shuttle to Start Service on Olympic Pennisula
A Dash Air Shuttle airplane in the shop (Photo: Dash Air Shuttle)
Dash Air Shuttle will start Service between Port Angeles, Wash, and Seattle on August 11, 2022. The company will offer up to four roundtrips at the inaugural and plan to expand to up to six daily roundtrips by summer 2023.
Service Details
The new service will arrive at Seattle’s primary airport Seattle-Tacoma International Airport (SeaTac). While the flights arrive and depart at SeaTac, passengers won’t have to go through security as the flights depart from the private terminal at Signature Flight Services. Although, the airline will have its check-in counter at the main terminal and provides a shuttle service to take the passengers to the airplane. Locating in the main terminal offers easier access for people departing Seattle. Therefore the shuttle addition may be a justifiable choice. On top of the additional shuttle service, the airline does not offer any interline agreement yet, making connecting via SeaTac less worry-free.
Shuttle van in Dash Air Shuttle’s fleet. (Photo: Dash Air Shuttle)
The number of trips is lower than the expected five daily roundtrips, with the intended late-night Seattle departure missing. The earliest flight departs Port Angeles at 06:10, and the last flight returns from SeaTac at 18:40. The airline initially planned an additional 22:30 flight back from SeaTac, which would have provided more flexibility for business travelers. However, since the flights departing Seattle do not go through security, the 18:40 flight can still be viable for same-day travels. Flight time will be around 30 minutes.
Dash Air Shuttle’s initial schedule. (Photo: Dash Air Shuttle)
The Pacific Northwest-based airline acquired three Cessna C402 airplanes from the New England-based Cape Air in 2021 and will sublease them to Backcountry Aviation for passenger service. Several regulatory delays postponed the inaugural by more than a year from the company’s original plan, but the two parties worked through the difficulties and can now start flying.
Prospect
The full fare is $159 with promotional rates of $89 at the start. The cost is cheaper than similar regional flights, which may help kick off demand.
While the airline only offers service to Seatac at the moment, the company’s reservation page showed Paine Field in the destinations list. The airline later clarified the entry was used as part of their system test and has since removed it. However, it could be an indicator of what’s to come. Paine Field has been a popular destination for small commuter airlines. San Juan Airlines started operating flights out of the north of Seattle airport in 2019, and Kenmore Air will start its flight from the airport on July 14, 2022.
The Tukwila, Wash,-based airline shows a lot of resemblance to Cape Air. The similarity is in both fleet choice and route selection. Both companies started flights that cut travel time significantly. The flight between Port Angeles and Seattle is 72 miles with a 30-minute block time, comparable to Cape Air’s first route between Provincetown, Mass, and Boston. Despite the short distance, both city pairs require detouring around a sound and take two and a half hours by road when there’s no traffic.
Dash Air Shuttle’s first route compared to Cape Air’s first route. (Photo: gcmap)
Several other operators have previously provided services between Port Angeles and Seattle. San Juan Airlines and Kenmore Air flew to King County International Airport north of SeaTac. Passengers can then take a shuttle to the region’s hub airport. While the latest flight still contains a shuttle ride, the ride will have more predictable traffic than the old one. San Juan Airlines dropped out of the competition with Kenmore Air in 2005, while Kenmore dropped theirs in 2014 amid increasing fuel prices. Horizon Air was the predecessor to the two commuter airlines but flew to SeaTac instead. However, its service was on the larger airplanes, and it ended up dropping the route citing low load factors. The earlier contenders on this route failed due to financial problems. Dash Air Shuttle appears to be suited to avoid all these challenges. The route may be here to stay this time.
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.
An Emirates Airbus A380 on final approach. (Photo: AirlineGeeks | James Dinsdale)
Emirates Airlines has rejected Heathrow airport’s (LHR) request to airlines to stop selling tickets and remove capacity from the U.K.’s hub airport. In a strongly worded statement released on Thursday, the airline says the airport’s demands are a “blatant disregard for consumers”. The airline states that Heathrow is seeking to “force Emirates to deny seats to tens of thousands of travelers who have paid for, and booked months ahead, their long-awaited package holidays or trips to see their loved ones.”
With six Airbus A380 flights per day to and from Heathrow the airline says that “our ground handling and catering – run by dnata, part of the Emirates Group – are fully ready and capable of handling our flights.” A week after providing European travelers with some certainty on summer operations the Dubai-based carrier has hit back at Heathrow management who this week announced a cap of 1000,000 passengers a day until mid-September. The Emirates statement makes clear that “the crux of the issue lies with the central services and systems which are the responsibility of the airport operator.”
The statement continues, “The bottom line is, the LHR management team are cavalier about travelers and their airline customers. All the signals of a strong travel rebound were there, and for months, Emirates has been publicly vocal about the matter. We planned ahead to get to a state of readiness to serve customers and travel demand, including rehiring and training 1,000 A380 pilots in the past year.”
Former British Airways chief executive and current director general of the International Air Transport Association (IATA) Willie Walsh also condemned Heathrow’s passenger cap. BBC News reports Mr. Walsh stating: “To tell airlines to stop selling – what a ridiculous thing for an airport to say to an airline. I am surprised Heathrow have not been able to get their act together better than this. Airlines have been predicting stronger traffic than Heathrow has been predicting… they clearly got it completely wrong. Heathrow is trying to maximize the profitability that they get from the airport at the expense of airlines.”
In response to the criticism from airlines, Sky News reports Heathrow airport as saying they had no choice but to introduce a passenger cap. “For months we have asked airlines to help come up with a plan to solve their resourcing challenges but no clear plans were forthcoming and with each passing day, the problem got worse. We had no choice but to take the difficult decision to impose a capacity cap designed to give passengers a better, more reliable journey and to keep everyone working at the airport safe.”
Heathrow’s statement further adds: “We have tried to be as supportive as possible to airlines and our 100k cap on daily departing passengers is significantly higher than the 64k cap at Schiphol. It would be disappointing if instead of working together, any airline would want to put profit ahead of a safe and reliable passenger journey.”
Issues at multiple European airports have been reported for several months now with staff shortages being the main problem. The impact on the traveling public has been considerable with multiple last-minute flight cancellations and governments stepping in to try to minimize disruptions. Airlines have taken steps to mitigate issues, particularly with lost hold baggage with reports that Icelandair carry two baggage handlers on flights to Amsterdam Schiphol and Delta Air Lines operated an empty aircraft to repatriate 1000 bags from Heathrow.
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.
Delta Reports Net Income of $735 Million in Q2 2022
A Delta Boeing 717 aircraft (Photo: AirlineGeeks | William Derrickson)
Delta Air Lines released its financial results for the second quarter of the year. Revenues exceeded the company’s projections for the period, while earnings per share came in below expectations. Rising costs hurt earnings between April and June, although demand for air travel did not wane despite rising inflation in the United States.
“I would like to thank our entire team for their outstanding work during a challenging operating environment for the industry as we work to restore our best-in-class reliability,” said Ed Bastian, Delta’s CEO. “Their performance coupled with strong demand drove nearly two billion dollars of free cash flow as well as profitability in the first half of the year, and we are accruing profit sharing,” he added.
The company reported net revenues of $735 million in the second quarter of the year.
Delta’s capacity decreased 18% compared to the same period in 2019. However, revenue was up 10%. The company reported that they anticipate capacity will continue to be lower than 2019 during the next quarter. However, it will continue to get closer to the same levels.
Freight revenues, meanwhile, reached $272 million. The figure represents a 46% increase compared to the same period in 2019. Maintenance, repair, and overhaul (MRO) services generated revenues of $178 million and already recovered 85% of pre-pandemic capacity.
Domestic flights continued to lead the recovery, while international services grew. Revenues from domestic connections increased by 3%. Meanwhile, revenue from international routes recovered by 81% compared to the same quarter in 2019. The Latin American and North Atlantic markets posted better numbers than three years ago, while Pacific operations saw a significant improvement following the relaxation of restrictions in Australia, South Korea, and Japan.
It is important to note the increase in fuel costs this year. Compared to the same period in 2019, the price of fuel increased by as much as 41%. The situation drove up the cost per seat and per mile by 44%, to 20.89 cents between April and June this year.
This story was originally published by Agustin Miguens of Aviacionline in syndication with AirlineGeeks.
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 Ethiopian Boeing 737 MAX departs after delivery from Boeing Field (Photo: Boeing)
Ethiopian Airlines has resumed its Boeing 737Max deliveries for the first time, since the aircraft type suffered a fatal accident when flight 302 crashed in March 2019.
The new aircraft registered as ETAWJ, departed Boeing’s facility in Seattle on June 30 and flew to Addis Ababa, Ethiopia, with a stopover in Manchester, U.K. Delivery to its final destination took place earlier this month on July 2.
The airline currently has five Boeing 737Maxs in its fleet. This delivery follows the airline’s decision to return the aircraft type to its scheduled flight operations.
Ethiopian Airlines has an order for 25 more Boeing 737 MAX8s. Further deliveries are expected later this year, according to the airline.
“Its active fleet includes four aircraft configured with 16 seats in Business class and 144 in Economy class. They returned to service in February 2022 after recertification by the FAA, EASA in Europe, Transport Canada, CAAC, ECAA and other regulatory bodies, but also after said aircraft was returned to service by more than 34 airlines worldwide,” said former CEO Tewolde GebreMariam. “We took enough time to monitor the design change work as well as the rigorous 20-month recertification process.”
Industry-wide Return of the 737 Max
Since the return to service of the Boeing 737 MAX in December 2020, 190 countries around the world have re-approved it, 41 airlines are flying it and nearly 600 planes are in the air. In Africa, Ethiopian Airlines is the largest operator of the 737 MAX.
Last year, the airline indicated that it had finally reached an amicable settlement with the American aircraft manufacturer over the fatal accident of flight 302 (ET-AVJ, MSN 62450), which killed 157 people. The final report of the said accident is still awaited.
Boeing reported the delivery as part of its June orders and delivery report. Overall, it was also the busiest month for 737 Max deliveries, since the grounding ended in late 2020, with 43 of the planes being delivered to customers. It was also the busiest month for any kind of commercial plane deliveries by Boeing since March of 2019, with a total of 51 deliveries.
It is a sign that demand for the plane is returning to pre-crash levels. Up to this point, Boeing has delivered 443 of the 737 Max jets since the grounding ended, with 181 of those being delivered so far this year, up from 105 delivered in the first half of 2021.
Boeing has faced myriad problems in recent years — beyond the drop in demand for passenger planes that occurred during the pandemic. It is still waiting for approval to again begin delivering the 787 Dreamliner widebody passenger planes that have been halted due to quality control issues.
Deliveries are crucial to Boeing’s operations and commerce, as it gets most of the money from airline sales at the time of delivery.
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.
El Al has returned multiple planes to lessors after cutting all of its services. The airline is negotiating with its government and unions to accept a state aid package.
(Photo: AirlineGeeks | William Derrickson)
Israeli flag carrier El Al has announced it reached an agreement with its pilots to restore salaries to pre-COVID-19 levels in an effort to cancel fewer flights. The airline agreed that such salaries will be in effect by the start of 2023 and would remain until the contract expires in 2025.
The importance of better wages in the long term
Histadrut, Israel’s largest and most prominent workers union, pushed El Al to bring back the wages saying it was the best chance for the carrier to meet demand. Histadrut Chairman Arnon Bar-David said in a press release, “El Al and the other Israeli airlines are an important strategic asset for the country, and I welcome the fact that we have reached agreements that will allow efficient and continuous operation of the company’s aircraft, along with returning pilots’ salaries to their former state. The aviation industry in general, and El Al in particular, have had two difficult years, and now that demand for flights is at its peak, I am sure the agreement will bring El Al back to growth. I thank Avi Edri, the company’s management, the pilots’ committee and everyone who contributed to the agreement. We will continue to work for the workers in all sectors of the economy.”
El Al, like many of the world’s airlines, is battling a serious shortage while also facing demand that is pushing the carrier to its operating limits.
The airline had announced in June that it would halt services to Toronto, Warsaw, and Brussels in October but it remains unclear whether the new labor agreement will change things. The win for the pilots union should also prove to benefit El Al down the road as was outlined by Bar-David in his statements. Airlines must recognize the importance of raising wages for pilots and staff at a time when everyone is working under immense pressure with the busy summer season already in full swing.
Carriers like SAS have had fallouts in recent weeks due to disagreements over wages and new pilot hiring and are now facing bankruptcy and an operating schedule that only can only be fulfilled about halfway.
Airlines see profits while wages remain low
Histadrut also pointed out the fact that many of the world’s airlines are beginning to see their financials recover while continuing to keep wages down. “The pilots of the Israeli airlines, including EL AL pilots, have significantly reduced their salaries in order for the airlines to survive. “Today, after the aviation industry recovers, it is time to restore the status quo and pay tribute to the employees of the Israeli airlines who saved the industry from collapsing,” said the Chairman of the Histadrut’s Transportation Workers’ Union, Avi Edri. Whether or not El Al will decide to resume services it had planned to cancel or expand further remains to be seen but the labor agreement was a clear step in the right direction.
Ezra Gollan is a student, photographer and aviation enthusiast based in New York, New York. He has spent over half a decade around New York City’s airports as a photographer.
Manchester Airports Group Sees Recovery in Passenger Traffic
The baggage hall at the new Terminal Two extension then releases customers into a spacious Arrivals Hall (Photo: Manchester Airport)
Manchester Airports Groups (MAG), the parent company of London Stansted Airport, Manchester Airport and East Midlands Airport in the U.K., revealed that it had lost £320 million ($385 million) for the financial year of 2021-22. The combined losses for the group for the last two years have reached £755 million. Compared to last year, the revenue increased by 159%.
“With travel restrictions in place for nearly all of the last 12 months, it was another uncertain and unpredictable year for MAG and the wider aviation industry.” Charlie Cornish, CEO of the group said.
London Stansted Airport, the second busiest airport in 2021, has served 10.3 million passengers in the last financial year, an increase of 232%, but the latest figure was far from the pre-Covid levels, only 36% of 2019’s count. MAG has forecasted the passenger volumes will be a step closer to the level of 2019 soon.
The group saw the passenger number had increased significantly as a result of the travel restrictions lifted in March in the country. The group recorded from 37% of pre-pandemic levels by January to 70% by March, and 82% of pre-Covid levels by May. MAG said its recovery has outpaced the other airports in the country.
However, Britons are reeling from the shortage of staff nationwide. Manchester Airport and Stansted were spotted the long queues since the travel restrictions were lifted in March. MAG admitted the recruitment has taken longer and more difficult than its expectation, but mentioned it has been working hard for several months to bring its operations back to full strength. The group has hired over 1,500 new employees since January. According to MAG, more than 92% of passengers waited less than 30 minutes to pass through security last month. The group has worked closely with the airlines to avoid large-scale cancellations.
Earlier, Chris Woodroofe, the new managing director of the Manchester Airport, expected the peak-time queue would continue over the coming months.
“It is not going to be as good as it was in 2019, but what it will be is considerably better than it was three or four weeks ago,” Woofroofe said. Woodroofe stepped into Karen Smart’s shoes, who stepped down due to the travel chaos at the airport.
Meanwhile, after two years of the pandemic, Stansted has started developing its facilities. Stansted is looking forward to building a solar farm that meets the electricity needs of the airport, but the plan needs to be approved by the government and Uttlesford District Council. The council was against the expansion of Stansted years ago, but Stansted won its appeal against Uttlesford District Council last year. Stansted was given a green light to the expansion project, increasing its maximum passenger numbers from 35 to 43 million every year.
A pilot utilises one of the three new touchscreen displays in the A350. (Photo: Airbus)
“They were called test pilots. And no one knew their names,” – The Right Stuff
So begins the story of Tom Wolfe’s The Right Stuff, and the story of modern aviation. For every new engine, every new system, and every new aircraft, it is this unique breed of pilot who has risked all for the sake of aviation’s advancement. It seems fitting, then, that the test pilot offer his prophetic perspective on aviation’s future.
This week, AirlineGeeks was privileged to meet with one such test pilot, Mr. Mark Jones Jr. A graduate of the United States Air Force Test Pilot School, Jones has extensive test pilot experience and has flown over 30 different types of civil and military aircraft. He has worked for HondaJet, performed high altitude drops for NASA’s Ares rocket recovery system from a C-17 Globemaster, and continues to consult for the Federal Aviation Administration.
NASA Ares airdrop with C-17 flown by Mark Jones Jr. (Photo: Mark Jones Jr.)
AirlineGeeks took the opportunity to discuss some of the most current – and disputed – topics regarding aviation’s future.
What About Widebody Aircraft
For a period of time, the future of airlines seemed secure in the concept of ‘sardines in a can.’ By filling the fuselage of one almighty aircraft, an airline could offer its passengers the biggest bang-for-buck, utilizing the so-called jumbo-jet Boeing 747 and, later, the super-jumbo Airbus A380 to carry hundreds of customers. It was a promising path until, well, it wasn’t so promising.
At the risk of oversimplifying the facts (and this writer will certainly do so), both aircraft have shown themselves to be sensitive to the equally sensitive global economy. Despite the initial manufacturers’ objectives of producing aircraft that make mass transportation affordable, the commercial market was already showing signs that smaller, twin-engine airliners were the next step forward long before COVID-19 made its appearance. Airbus, for its part, was forced to cease its A380 operations much earlier than anticipated, with Singapore Airlines retiring its first A380 in 2017.
Earlier this year, Qantas announced its plans to utilize its Airbus A350 fleet for its ultra-long-haul flights as part of its Project Sunrise. It’s a clear indicator that, for at least some, the glory days of the super-jumbo are over. AirlineGeeks wanted to if this decision is the start of something bigger.
AG: With the earlier-than-expected closure of A380 manufacture, it seems to some that commercial aviation doesn’t see such a need for high-volume aircraft. Is this a game of passenger numbers or is it something else?
Jones: “The A380 is an incredible act of engineering, carries a lot of people, and has some of profitable characteristics. On the other hand, it’s really inconvenient at airports, and in terms of parts and maintenance, is extremely challenging because it’s such a big aircraft. I think that’s a challenge to the business model of a lot of the operators. At some point, you get tired of having the biggest car in the neighborhood; it loses its new car smell and you realize it’s kind of annoying because when people park on both sides of the road, it’s hard to get it through. It’s a highly complex topic, and at the end of the day, it’s about choice.”
“My least favorite part (about the airline experience) is getting on and off a plane. You’re surrounded by people, and that problem is exacerbated by the size of the A380. Maybe it’s better suited to cargo or the ‘Vomit Comet’.”
AG: While a few airlines have started operating their A380s, Qantas appears to be leaning toward smaller A350s for its long-range flights to London, etc. Is this the future of airlines?
Jones: “What happens when they cancel an A380 flight? How easy is it to reschedule all those passengers? How many airplanes does it take to reschedule all those passengers if you can’t get another A380? If you’ve got a smaller airplane like an A350, it’s easier to make a small move and find a plane of similar size, that carries similar amount of people, and that’s got similar economics to it.”
“The A380 is kind of a unicorn. Everything about it is one of a kind: the economics, the maintenance, the size, number of passengers. All of the other airplane types are easier to synergise in contrast to the A380.”
Is Boeing Still Going?
With the limelight glaring on Boeing, this topic was a proverbial ‘no-brainer.’ In light of the 737 MAX disasters, and the associated fall-out, Boeing has found its once stable footing to be not so rock solid. Given the most recent suggestion that Boeing may be canceling its 737 MAX 10, all eyes are closely following the manufacturer’s next move.
AG: Despite the criticism, and ‘documentaries’, is Boeing still a major player in aviation’s future?
Jones: “I don’t think they’ve demonstrated that they are either technically capable or trustworthy in recent years, and there are a lot of things I could point to. The KC-46 is over cost and behind schedule, and whenever they deliver it to the Air Force it’s got tools stuck in the fuel tanks, the Starliner seems like a train wreck every time it goes up for launch, the 787 and 737-Max are both getting additional scrutiny now by the Department of Transportation, and they’re always making headlines.”
“The company recently made some very public statements about two things which are hurting its reputation: first, the EICAS – the crew warning system on the 737 – and, second, what they’re doing to reinvigorate safety at the company in the wake of the 737-Max accident… all of those things, together with what the board is saying every time they are in the news, make me think they’re not the kind of company I think we should do business with, but then again, I’m not buying those airplanes or making those decisions. It makes it hard to trust them, and it makes it hard to wish them well.”
Airmanship and Automation
The pilot’s office – the cockpit – has long since evolved from the days of old. Gone are the days of dead-reckoning, visual references, a magnetic compass and brass stopwatch – the pilot of today is, in many ways, simply a passenger with a window seat. While the technological advancement is beyond that which Jules Verne could ever foresee, the impact of this automation is seen as a detriment to the pilot.
AG: As highlighted in the latest Top Gun movie, aircraft are gradually becoming more and more automated. Will they become entirely automated, without someone in the cockpit?
Jones: “I think some parts of it will. Some of the very small UAV cargo delivery seems like a good way to have a fully automated system, but for aircraft that carry important things like people, I don’t think we ever want to take people out of that loop. For example, with the B-21, I can see you might hand the aircraft to a ground control station that flies it over the ocean, just like we do now with the MQ-9. If for some reason that B-21 detects some jamming, maybe there’s a big red button in the cockpit that the pilot can press that puts him back control, doing what he’s supposed to do.”
“I think that’s true whether it’s a B-21 or a passenger jet. You always want somebody there to put brains, eyes and ears right there. The Top Gun quote which supports this decision is when Tom Cruise walks into the hangar, holds up the training manual, and says: ‘You guys know this training manual cover to cover – so does your adversary. What he doesn’t know is your limits,’ and I think that’s true today and tomorrow.”
“In my opinion, airmen are the advantage, whether the airman is a civilian in a Cessna 152 or a Navy pilot in an F-18.”
AG: Are there aspects of pilot training that are being neglected due to automation?
Jones: “Automated aircraft like drones are very specific things, but they are airplanes which are capable of more. I mean, why aren’t we using drones like the MQ-9 to land in places where we don’t want to land planes with people in them? In places where there are risks, a catastrophe, a natural disaster area, why not land a drone there and use it to carry cargo or something like that. I think automation is limiting our imagination.”
“Nowadays, aircraft require us to use our brains for a lot of things. There are all of the pretty pictures and colours on the navigation display. When I learned to fly in a Cessna 152, I had to look at my chart and say ‘that’s an airfield’ and look out the window to verify that. Now with my G3000, I can scroll an arrow over the airfield and find 10, 20 or 100 extra pieces of information – most of which I’m probably not going to need right now – and that stuff is vying for my attention and keeping me from looking at things like attitude, altitude, airspeed and so on. So now my brain power is trying to figure out all that the automation is doing and preventing me from being an airman and reverting back to basic airmanship.”
“Airmanship is a very difficult skill to train, very difficult to define, and I think it probably erodes quickly. There’s something to be said about growing your airmanship through the basic stick and rudder skills, and then being able to build stuff on top of that. Most airplane accidents aren’t because some automated feature flew the plane into the ground; most occur because humans aren’t doing the right things. In this age, we have the most advanced tech, the safest airplanes, it’s curious that pilot training takes so long. Charles Lindberg literally learned to fly because some guy hopped in the airplane with him for about 50 minutes… almost everything else he learned was from teaching himself. It’s interesting how it’s taking so long today when, many years ago, you could nearly teach yourself to fly.”
A Breed Far From Extinct
“The end is inevitable, Maverick.Your kind is headed for extinction.” – Rear Admiral, Top Gun: Maverick
Despite the iconic line from the film Top Gun: Maverick, the test pilot – and the aviator’s place in aviation’s future – are far from over. The discussion with Mr. Mark Jones Jr. offered insights into far more than just aviation’s future. Indeed, the very future of flight depends on the pivotal role of test pilots.
Disclaimer: The opinions expressed are not of the Department of Defense or the United States Air Force.
Mike’s love affair with flight and mechanical objects in the sky began at an early age, fascinated by space documentaries and the vintage Flight Simulator ’95. He currently works as an instructor for UAVs and is training to receive his Private Pilot Licence with the goal of working in manned flight instruction. An avid reader of all things aviation and manned space flight, Mike stays close to developments in aerospace while reminiscing and sharing the rich history of flight with others. He loves writing, engineering and science.
