The NTSB released details of the probable cause of Steve Fossett’s fatal crash that occurred back in September of 2007 near Mammoth Lakes, CA. The aircraft, a Bellanca 8KCAB-180 piloted by Steve Fossett, inadvertently encountered descending air that exceeded the climb capabilities of the aircraft. The airplane was primarily flying over mountains, at a high density altitude, which hinders the Bellanca’s performance.
As you may know, the disappearance of the aircraft spurred an intense month-long search for Fossett. However, authorities were unable to spot the wreckage of the airplane. Nearly a year later, a hiker found Fossett’s personal belongings; soon later the wreckage was found by authorities – at nearly 10,000 feet.
For most, including myself, Fossett is remembered as a pioneer in aviation; known for the multiple records he set in both airplanes and balloons. His most well-known record that he holds, is the longest non-stop flight.
Boeing’s acquisition of Vought’s South Carolina plant answers many questions about the future of the 787 program, but also poses questions, focusing specifically around the heavy outsourced (and I use that lightly) supply-chain structure of production that Boeing took on with building the Dreamliner. As you may know, the Boeing 787 is by far the most heavily-outsourced airplane in Boeing Commercial Airplane’s (BCA) line-up of aircraft. Additionally, it is a new airplane, introducing brand new technologies and composite structure to the BCA line-up. Yet, many Boeing-watchers have said that Boeing relies too heavily on outside sources to construct the 787; does this prove them correct?
Without a doubt, it is evident that Boeing had trouble getting the 787 completed on-time (no, it’s still not done – but you know what I mean) due to the reliance on outside sources — don’t just take my word for it… Boeing said so. From an AP article, “…the company said its effort has been shadowed by difficulty getting the right parts from its suppliers on time as well as shortages of fasteners and other small parts that hold large sections of the plane together.” Much of the blame for the delays went directly towards Vought, and the three Japanese “heavies” (Mitsubishi, Fuji, Kawasaki). However, originally Boeing was to receive the individual parts from these suppliers, then Boeing would assemble all the parts at the Everett, WA plant. However, Boeing changed up the strategy and requested subcontractors to deliver the completed subsystems to Boeing for final assembly at Everett. A few months following the delay citing above, Boeing announced yet another delay to the program citing problems with production on the main-floor; production that was supposed to be carried out by the subcontractors. Unfortunately, I think it’s fair to say that the early shift in production strategy really hurt the timetable set for building the 787.
The acquisition of the Vought factory in South Carolina was Boeing’s way of having more control over the 787 program. Rather than relying on Vought, Boeing will take over operations and write Vought a nice check; helping Vought ride out the recession. Overall, I think it’s a win-win for both Boeing and Vought. The plant is responsible for producing large sections of the 787 fuselage; a critical part of the airplane. With Boeing in control of the Vought plant, it gives Boeing much more control of the 787’s production.
A few questions to ponder: Can we expect no further delays from the 787 program following this acquisition? Will Boeing invest in opening a second production line for the 787 to speed-up production?
The delays in the program have hurt the program – but it happens with new airplanes. I don’t mean to be critical of Boeing; I’m just sharing my thoughts on the heavy use of outside contractors to build the 787.
The recent delay to the first flight produced a deafening scream from airline offices around the world, but BCA management made the right call by ensuring that the aircraft is built the right way and not built according to timetables. Yes, it’s a bummer that it’s not on-time, but I prefer a plane that’s built right. Everyone is anticipating the first flight – hopefully it will be sometime in the very near future.
Yesterday, two codeshare agreements (that I know of ) were publicly announced yesterday. Delta and Australia’s Virgin Blue announced a codeshare that will allow the two carriers to compete better in the Australia, U.S., and South Pacific regions. American Airlines and Brazil’s GOL announced a codeshare that will help enhance the route map for American’s passengers when traveling in South America, and GOL passengers will have access to one of the largest networks in the world. Both codeshare agreements certainly will boost the network of destinations for each carrier, but what is really behind a codeshare agreements anyways?
From Wikipedia, “A codeshare is an interline partnership where one carrier markets the air-service and places its designator code on another carrier’s flights. This arrangement allows carriers an opportunity to provide flights to destinations not in their basic route structure.” From what I’ve read and learned, codeshare agreements first came about in the 1970s, when Air Malta started to share capacity with Alitalia (can you believe Alitalia was innovative at one point?). The codeshare agreements of the 70s, 80s, and up to the early 90’s served as unique partnerships.
Once airline alliances started to form, carriers were offered a vast network of cooperative services right from initiation (no, airline alliances weren’t as big as they are now). Today, many carriers have codeshare agreements outside of their alliances; like these new agreements. It’s especially important for smaller, less connected carriers, to participate in these airline-to-airline codeshare agreements. Potentially, it could offer them a chance of being added to an airline alliance network.
It’s good to see carriers expanding the opportunities for travel for passengers. One of the biggest new stories in the aviation world is the mass amount of airlines seeking anti-trust immunity from Washington. Ten carriers feel as though Washington’s opposition to anti-trust immunity was “based on shortsighted analysis that ignored conditions in the airline industry.” You can read more about that here.
Yesterday, Southwest Airlines announced a 48-hour sale that shocked most travel experts around the United States. The brief sale will end at 11:59 PST tonight, so grab your seats now. The sale is for Fall travel; more specifically, anytime between September 9 and November 18 will include the low fares. Flights 0-400 miles are priced at just $30, flights 401-750 miles are $60, and anything greater than 750 miles is $90. Not too bad, right?
Travel expert Rick Seaney writes: “The meaning of this sale: it is one indication that airlines are by no means out of the woods yet – as oil prices remain volatile and demand precarious.”
With air fares starting to rise, for the first time in quite some time, this comes better timed than a lemonade on a hot summer’s day. Some travelers have been reluctant to book tickets for Fall travel, but Southwest opens up the idea-book once again. Far-from-home college students, like myself, can relax; now we don’t have to stay hundreds of miles away from home for Thanksgiving and other breaks.
In other news, Jon Ostrower has incredible video of the 787’s taxi tests.
Out of the nation’s ten largest airports, Denver International Airport received the fewest amount of TSA-screener related complaints. According to Federal statistics, over a 45 month period (2003-2006), passengers only reported 5 complaints about the TSA screeners at the airport. Las Vegas McCarran received the most complaints from passengers, while Houston’s Bush Intercontinental Airport had the second least reports. Minneapolis St. Paul followed McCarran, with the second most complaints about TSA screeners.
So, what does this mean? Like airlines and the Department of Transportation, the TSA monitors complaints from passengers. According to the TSA, nearly 10 percent of all TSA complaints are related to the screeners. I’m a bit curious to know what the other 90% consists of, however MSNBC did not provide that information.
Just about everyone I know hates the TSA, but they keep us safe. Every time I fly, I notice more and more TSA employees at security checkpoints each visit to the airport. It’s a good thing — fortunately, while I was late an early morning American Airlines flight out of Philadelphia, the TSA opened up a new screening line, and I did not miss my flight to Dallas. The TSA is trying to modernize how they screen passengers by implementing new technologies from companies like GE. And, if you want to stay up to date, you can follow the TSA’s blog.
This weekend, while browsing through the many aviation-related stories circulating around this weekend, I stumbled upon Air New Zealand’s “Bare Essentials of Safety” safety video. The cabin-crew in the video, are wearing nothing but body-paint aboard the aircraft. The video alone has spurred public interest, as it already has over 3 million hits on YouTube.
“We think in tough times there’s a premium for making people smile, and it gives the opportunity to stand out in a crowd,” Air New Zealand’s marketing general manager Steve Bayliss told The Associated Press.
Mr. Bayliss is correct. Everyone hates safety videos, right? Especially when you have 2 or more flights a day – by then, you’re just sick of hearing about inserting the metal fitting into the buckle. And if you’re a frequent flier, you just start to tune out the safety message.
Carriers have tuned in on this, and have made the realization that passengers aren’t all that interested in hearing safety instructions. However, sometimes it’s just the flight attendants that make the safety message far more enjoyable. Southwest Airlines is, and historically has always been, the leader in most hilarious crewmember instructions.
At the end of the day, these safety instructions keep us safe. And, if it takes wacky ideas to get us to pay attention to safety demonstrations, so be it – we’re all much safer then we were.
Due to popular demand, plus we have podcasting equipment again, next weekend we’ll be bringing back our weekly podcast Saturday Connections. The podcast, hosted by me (Jonathan), gives an audio recap of the week’s aviation news. If you’re not familiar with Saturday Connections, head over to the “S.C.” page and listen to an episode or two. Next Saturday, July 11, we’ll be sure to have an episode up.
In the recent days, there have been plenty of great deals on air fare offered out by carriers. If you’re the type of person that likes to travel, don’t wait a minute longer to start booking a vacation – not only are the airlines serving up deals, but hotels are too. Not too long ago, I remember hearing about a $220 round-trip flight from Philadelphia to Madrid (that deal no longer exists), which is incredible. I think that if you can fly to Europe, round-trip, for under $350 – it’s a good deal! Kayak and TripAdvisor are great sites to look up fares – but don’t forget to check low-cost carriers, and others, that do not display results on both of those sites.
The deals are incredible, but how much longer do you have? Airlines can change ticket prices anytime they want to. In the recent weeks, we’re starting to see some fares rise. Holiday travel still appears to be the priciest (but why wouldn’t it be?), and the best time to travel tends to be in the middle of the week – which is why I keep saying vacation and not holiday. For college students, I’d think about booking winter break tickets soon – I booked my plane ticket home and got an incredible deal through Kayak. The nice thing about booking tickets for winter breaks, or spring breaks, the dates usually are not particularly close to major holidays, making it much cheaper.
I wouldn’t expect to fly somewhere grand for under $100, but there are great fares everywhere, and if you love to travel or have been looking for a fairly inexpensive but fun vacation, I’d book travel before it’s too late.
Want to reduce the time, and possibly cash, spent at the airport? Instead of checking baggage, follow the TSA's 3-1-1 rule, and carry-on your bags. (Just be sure that they're the proper dimensions so that they'll fit the overhead storage bins.)
If you feel as though you disagree with a post, comment on it. I'm always willing to hear what you have to say. From those that have never flown, to aviation experts, you're invited to comment!
– I will try to fix it ASAP. 
