The last flight I flew on a 727 suffered from 2 compressor stalls when attempting to take off in a cross wind. Finally, they used a straight-on takeoff, and no compressor stall.

(Written on 19/08/2020)(Permalink)

That was a misleading headline which did not match the article. United uses 737-700 because their contract with the pilots union only allows 255 larger regional jets (over 50 seats) with first class cabins. This pushes them to use 737-700 for the bigger destinations, and the retooled CRJ with 50 seats, but more first class and onboard luggage in the place of the original 70 seats. In no way was this a replacement for the 737M9. United does not use the Max 8.

(Written on 28/07/2019)(Permalink)

The headline of that article was not justified by the facts. A small 737-700 is in no way a replacement for the MAX 9 United uses. United has been using the -7 as an alternative for destinations where regional jets are too small, but larger 737s are too big. The MAX 9 are for larger passenger loads and longer routes sometimes served by 757. If United had been trying to buy -800 or -900, maybe there would have been some truth, but that's not what they are doing. If this is bad news for anyone, it's for the regional jet operators, as they will be losing flights and probably pilots. The MAX 9 delays are likely to be keeping 757s in use in transcontinental routes, and keeping them from being retired or repurposed for shorter translantic routes.

(Written on 19/07/2019)(Permalink)

Hitting several centers, not just LGA: https://komonews.com/news/nation-world/faa-halts-flights-to-laguardia-due-to-staffing-issues

(Written on 25/01/2019)(Permalink)

This also allows employees who can pay for first when flight times exceed limits to do so. This increases revenue by decreasing free upgrades. This happens more on 5 hours flights that are usually 4.5 hours.

(Written on 31/08/2018)(Permalink)

I wonder if this new seating contributed to the decision to retire the 747 early. No need to design this seating for the slightly wider 747, just the 767, 777, 787, and A350. But, sounds like it might be a while before it hits the 787-800s. Storage space is a plus, while the folks in the back could keep a laptop under the seat in front of them, only first had any storage during takeoff and landing. It does look like they will get fewer seats, as when the seat is on the left, the aisle space is not used other than to avoid stranding passengers. This will result in fewer "free" upgrades by platinum and 1K being available and potentially higher revenue.

(Written on 04/06/2016)(Permalink)

Excessive limiting is likely to be a non-issue, as over-regulation is considered to be a "taking", for which compensation is due. Where it gets interesting is when new runways are a possibility but not yet approved, and permits are not given. This is the kind of case which will go to the Supreme Court. Regulations imposed for safety purposes are acceptable without it being considered a "taking", but the safety concerns are likely to be judged by a court.

(Written on 03/07/2014)(Permalink)

The Forbes article on which the CNET article is based (and references), has more detailed information. The cobalt oxide chemistry was also the same chemistry used in the Dell laptops which experienced a few battery fires. I also wonder if the Boeing batteries are kept sufficiently cool when the plane sits empty on a hot summer day in the sun, then brought over and used. The Boeing battery fires all happened during the northern hemisphere's winter, which makes it all the more puzzling. Neither of the professors ideas sound quick to implement - active battery cooling or switching battery technology, then manufacturing and getting the replacement certified. The original battery technology underwent more than 1 million hours of testing during the certification process.

(Written on 28/01/2013)(Permalink)