Background

On January 8, 1989, British Midland Flight 92 was a scheduled passenger service flying from London-Heathrow Airport (LHR) to Belfast International Airport (BFS) in Northern Ireland. The flight was operated by a Boeing 737-400 that had only been delivered factory-fresh to the airline in October 1988 – less than three months earlier. 

The United Kingdom (UK), as well as the rest of the world, was still in shock following the loss of Pan Am Flight 103 over Lockerbie, Scotland just three weeks previously. No one would have expected to see another fatal accident involving a passenger airliner in the UK in such quick succession.   

The aircraft involved, registered G-OBME, had undertaken its first flight on October 6, 1988, from the Boeing final assembly facility located in Renton, Washington. The plane was the first of eight 737-400s to be acquired by British Midland and was equipped with a pair of CFM International CFM56 turbofan engines. 

Delivered to the airline just nine days after its first flight, the aircraft was configured in an all-economy layout featuring 156 seats and had been operating for British Midland for just 12 weeks at the time of the crash. The aircraft was destroyed in the accident that befell Flight 92 and was subsequently written off. At the time of the accident, the airframe had accumulated just 521 flying hours in total. 

The crew of Flight 92 had a combined total of around 16,500 flight hours, including approximately 1,000 in the 737. The aircraft itself had already made one uneventful round-trip flight between London and Belfast earlier that day. The flight had 118 passengers and eight crew members onboard 鈥� two pilots and six cabin crew. 

Flight 92 departed Heathrow at 19:52 local time for its hour-long flight to Belfast. The aircraft was in the process of climbing to its intended cruising altitude of 35,000 feet when passing through 28,000 feet, the outer panel of one of the fan blades in the plane’s left hand (number 1) engine detached.  

This event caused significant vibration throughout the airframe and a sudden 鈥渁udible pounding noise鈥� in the passenger cabin. Those seated towards the rear of the cabin also reported seeing sparks and smoke emanating from the failed, left-hand engine and a burning smell. Shortly afterward, smoke began entering the cabin via the aircraft精东影业 air conditioning vents.  

However, upon misreading the engine instruments in the flight deck, the pilots believed that it was the right-hand (number 2) engine that had been damaged, and subsequently throttled it back to reduce the vibrations.  

Upon the engine failure and following immediate emergency actions, the flight crew radioed the company精东影业 operations department for further advice. It was agreed that Flight 92 should make an emergency diversion to East Midlands Airport (EMA) in Leicestershire. The airport not only happened to be close to the company精东影业 headquarters but also the site of its primary UK maintenance base. Conveniently, the airport was almost directly under the aircraft精东影业 flight path to Belfast that evening.听听

Flight 92 was cleared for an approach to runway 27 at East Midlands. However, having commenced its descent into East Midlands and with the aircraft精东影业 airspeed decaying, the Ground Proximity Warning Syste m (GPWS) in the flight deck issued several aural ‘glideslope’ warnings, indicating that the plane had deviated below the glideslope for runway 27.  

At just 900 feet, 2.4nm from the runway threshold, the (already damaged) left-hand engine suddenly suffered a decrease in power. As the airspeed fell below 125 knots, the stick shaker activated indicating to the pilots the imminent onset of a stall.   

Impact and aftermath

At 20:24 and traveling at 115 knots, the aircraft’s rear fuselage, tail, and landing gear struck trees on the eastern bank of the M1 motorway 鈥� one of the busiest in the UK. The plane then bounced back into the air and impacted the rising ground on the western embankment of the motorway. The aircraft immediately broke into three sections on impact, having landed almost 2,950ft (900 meters) short of the runway. 

With such violent horizontal forces acting upon the passenger cabin in the impact, 39 passengers died instantly, while a further eight succumbed to their injuries following the crash landing. Fortuitously, there were no injuries or fatalities to anyone driving on the motorway at the time of the crash. Indeed, the proximity of the motorway provided excellent access for the emergency services that quickly arrived at the scene. 

In addition to the 47 immediate fatalities in the crash, 74 of the remaining 79 passengers and crew suffered serious injuries. Both pilots survived, although the first officer suffered life-changing injuries. The crash became one of the UK’s deadliest air disasters and remains the UK精东影业 last fatal accident involving a UK-registered passenger airliner.  

Investigation and findings 

The was published by the UK精东影业 Air Accident Investigation Branch in August 1990. The investigation and subsequent report attributed the cause of the accident to pilot error.  

The AAIB investigators discovered that despite the failure of the left-hand engine, the crew had throttled back and then subsequently shut down the serviceable right-hand engine. Having reduced the airframe vibrations by taking this action, the pilots believed they had dealt with the engine issue appropriately. However, they had inexplicably shut down the one serviceable engine and were erroneously relying on the failed left-hand engine to get them safely to East Midlands.   

It transpired that the right-hand engine in previous 737 variants flown by both pilots supplied the air used for the passenger cabin’s air conditioning system. Given the reports of smoke in the cabin from cabin crew members, the pilots decided to shut down the engine that they believed corresponded to this airflow. 

However, unknown to the pilots was that Boeing had redesigned the air conditioning system on the 737-400 to use bleed air from both engines for the air conditioning. Exacerbating the issue was that although passengers had seen sparks and smoke from the left-hand engine, this vital information was never relayed to the pilots.  

According to the AAIB report, the crew had 鈥渞eacted to the initial engine problem prematurely and in a way that was contrary to their training.鈥� Additionally, the pilots also failed to 鈥渁ssimilate the indications on the engine instrument display before shutting down the healthy engine.鈥�  

The report also stated that when the first officer was asked by the captain which engine was causing the trouble, he responded: 鈥淚t精东影业 the le 鈥� it精东影业 the right one.鈥� The captain responded by saying 鈥淥K, throttle it back.鈥� 

While many of those on board Flight 92, including three members of the cabin crew, had witnessed flames from the left-hand engine, no one had informed the pilots. This was despite the captain making a cabin announcement explaining (albeit erroneously) that the fault lay with the right-hand engine. The AAIB report called this 鈥渆xtremely unfortunate鈥�. 

Remarkably, the damaged left-hand engine continued to provide limited thrust until the aircraft was just under three miles from the runway threshold. But as the pilots called for an increase in power from the damaged engine on short finals, it also failed, leaving no time to try to restart the right-hand serviceable (but shut down) engine. 

With the aircraft struggling to fly on just one damaged engine at this critical phase of flight, the left-hand engine was now unable to supply sufficient forward thrust to sustain flight and the aircraft stalled, leading to the impact with the motorway embankment. 

Improvements implemented following Flight 92 

The accident involving British Midland Flight 92 led to several recommendations for both operators of the 737-400 and the wider global airline industry.

Almost immediately following the accident, Boeing issued amendments to the 737-400 operations manual issued to all pilots qualified on the type. These changes related to the aircraft精东影业 air conditioning system as well as emergency procedures when diagnosing a possible engine failure. 

Other recommendations also focused on pilot training with more emphasis on better coordination between cabin crew and those in the flight deck. The AAIB report also recommended improvements to the standard 鈥渂race鈥� emergency position to be assumed by passengers, as well as the need to highlight the brace position diagrams on the emergency cards provided to each passenger and during the passenger safety briefing. 

Additional recommendations made by the AAIB included the need for more frequent engine inspections, and more robust overhead stowage bins, as many of these had become dislodged during the impact causing severe head trauma among many of the fatally injured passengers.  

Lastly, the report called for air traffic controllers and pilots to always use a separate radio frequency when dealing with an aircraft emergency. 

One recommendation which has not led to change was for 鈥渁ft-facing passenger seats鈥�. Although this had once been a common feature on early passenger aircraft, the concept has not been widely revived following the accident involving Flight 92 as many might have hoped.听

Singapore Airlines A350 squawks 7700 after missed approaches at MAN airport

• Airlines
• Aviation Safety

byJean Carmela Lim

January 25, 2024

With the proposed $3.8 billion merger between the two carries all but dead, the immediate path ahead for Spirit is unclear. While JetBlue has its own issues to deal with, no more so than falling demand for its services, Spirit has even bigger issues weighing down its 鈥渢o-do鈥� list that need addressing urgently if it is to survive.听听

Even before Judge William Young passed down his determination that the deal between JetBlue and Spirit would be anti-competitive and not in the best interests of consumers, Sprit had multiple issues to deal with, any of which could ultimately cause its downfall.  

With no merger left to rescue it from its plight, is Sprit now doomed to become another piece of US aviation history, or will this phoenix rise from the ashes that remain from a fire that once burned brightly with the hopes of a high-profile merger with the country精东影业 seventh largest carrier?听

Firstly, upon Judge Young精东影业 announcement, Sprit Airlines鈥� stock lost almost half its value within minutes of that announcement being made. With such a low share value, while this could make Spirit attractive to certain investors, it can also make creditors extremely nervous and can make it virtually impossible to maintain a decent credit rating, making it far harder for Spirit to obtain loans on the open market. 

Secondly, Spirit Airlines has been struggling for months to cope with the fallout of issues affecting multiple Pratt & Whitney engines on many of its aircraft. The airline has already announced that it will ground 26 of its aircraft in 2024 to replace the engines on these aircraft because of a manufacturing defect.  

The airline has already started the grounding process, with 13 planned for January 2024, and increasing to 41 in December 2024. This action will account for more than 10% of the carrier精东影业 fleet. According to a company statement on the matter issued in October 2023, such necessary action 鈥渨ill drive a dramatic decrease in the company精东影业 near-term growth projections.鈥� 

Compounding Spirit精东影业 problems is a failure to make any money for years. Spirit is currently forecasting a $467 million loss to be announced for 2023 when the final figures are all tallied up. Although this figure is eye-watering in itself, the airline has not turned a profit since 2019 and has accrued losses of over $1 billion in the years since. Many analysts see this performance as unsustainable, even in the very short term, and, given the size of the accrued losses, expect Spirit to enter into Chapter 11 bankruptcy protection in the near future.听

In late 2023, Spirit managed to raise $419 million by mortgaging much of its aircraft fleet planes. However, as one JP Morgan analyst said at the time, 鈥淔rom here, Spirit精东影业 liquidity-raising cupboard does not appear robust.鈥� 

According to ch-aviation, Spirit currently has a total fleet of 203 Airbus aircraft with a further 113 on order. However, should a fire sale of assets become urgent, those delivery positions could possibly raise some much-needed capital just at the crucial time, although the airline精东影业 board won鈥檛 be banking on any such cash injection being enough to save the carrier. 

Where does Spirit go from here? 

The judge精东影业 ruling will see Spirit Airlines receive a $70 million payout from JetBlue as part of a pre-agreed breakup fee. However, given the carrier精东影业 dire debt situation, this will only fill part of the abyss it is facing, and many analysts are saying that the only hope left for Spirit is finding another buyer 鈥� and fast. 

While some are eyeing Frontier Airlines to possibly return to the negotiating table to revive its previously-made offer for Spirit 鈥� an offer that was gazumped by the JetBlue approach which offered cash for Spirit rather than using its shares, others see this as unlikely. Indeed, it may be even more unlikely now given the recent ruling which indicated that regulators do not wish for any more consolidation of the US airline industry for the time being.听

Either way, Spirit will have to keep its eye on the ball and figure its own way out of the drastic situation it now finds itself in. Unless a white knight appears on the horizon looking to buy an airline saddled with debt and with much of its fleet grounded, then the future for Spirit Airlines looks bleak.  

As an endnote to all of this, it精东影业 almost ironic. A decision that kept JetBlue and Spirit apart to preserve customer choice in the marketplace might just reduce that element of choice in any event, if Spirit doesn鈥檛 survive.听

US federal judge blocks JetBlue from acquiring Spirit Airlines听

• Airlines

byMiquel Ros

January 17, 2024

Since its first flight on June 14, 2013, the Airbus A350 has become a significant success story in the long-haul wide-bodied commercial passenger aircraft market. It entered commercial service in July 2015, with Qatar Airways being the launch customer of the type, and today it competes for orders with the likes of Boeing精东影业 787 Dreamliner and the 777 family of aircraft.听听

Additionally, with a cargo variant being developed, there is a good chance that the A350 will capture a foothold in the dedicated freighter market in the near future. 

The A350 currently comes in two variants 鈥� the shorter A350-900 and the slightly larger A350-1000. According to the aircraft database at ch-aviation, there are currently 485 A350-900s in commercial service with 35 airlines worldwide, with a further 375 on order. 

Of the higher capacity A350-1000, there are currently 81 of the type in service with nine operators, plus a further 159 on order.听听The A350-900 can seat up to 440 passengers whereas the -1000 can seat up to 488.听听

Japan Airlines鈥� history with the Airbus A350 has been relatively short. Its first aircraft of the type, an A350-900 with registration JA01XJ, was delivered to the airline in June 2019. The carrier currently operates 15 A350-900, following the loss of the aircraft in Tokyo. The airline also took delivery of its first A350-1000 in December 2023, as covered by 精东影业.听

The specific aircraft involved in the accident, carrying registration JA13XJ, was delivered to the airline on November 10, 2021, and was powered by a pair of Rolls-Royce Trent XWB-84 engines. The aircraft seated 369 passengers in a three-class layout (12 in business class, 94 in premium economy, and 263 in economy). 

The carrier currently has a further two A350-900s on order, plus another 12 A350-1000s to be delivered following the airline receiving its first of the longer variant.

The accident involving JA13XJ and a Japan Coast Guard De Havilland Dash 8 occurred as the A350 operating flight JL516 was landing at Tokyo Haneda Airport (HND) following a domestic flight from Sapporo (CTS).

All 367 passengers and 12 crew onboard the A350 evacuated safely. However, five of the six individuals onboard the Coast Guard turboprop were confirmed to have died in the crash. The commander of the smaller plane reportedly survived the accident.听

In accordance with standard international practice, aircraft manufacturer Airbus has dispatched a team of A350 specialists to assist the Japanese authorities with the investigation into the loss of JA13XJ operating flight JL516.

Flight JL516 according to Japan Airlines

According to a Japan Airlines statement, after departing from New Chitose Airport at 16:15 on January 2, the aircraft landed at Haneda Airport Runway C at 17:47. The aircraft subsequently collided with a Japan Coast Guard aircraft and caught fire. All passengers and crew members on the flight successfully performed an emergency evacuation. 

According to the airline, 鈥渢he aircraft did not experience any issues or irregularities during its departure from New Chitose Airport or throughout the flight. According to interviews with the operating crew, they acknowledged and repeated the landing permission from air traffic control, and then proceeded with the approach and landing procedures. 

鈥淭he aircraft精东影业 announcement system malfunctioned during the evacuation, so cabin crew members conducted instructions using a megaphone and their voices. Cabin crew members determined safe exits for evacuation, and all passengers and crew members evacuated through three emergency exits.  

鈥淐urrently, detailed information and the cause of the accident are under investigation, and full cooperation with the investigation will be provided.鈥澨�

What is Airbus saying about the accident?

Following the accident, Airbus issued the following statement:

鈥淎irbus regrets to confirm that an A350-900 operated by Japan Airlines was involved in an accident during flight JAL516 from Sapporo New Chitose Airport to Haneda International Airport shortly after 17:47 (local time) on January 2, 2024. All 367 passengers and 12 crew members on board evacuated the aircraft.听

鈥淚n line with International Civil Aviation Organization (ICAO) Annex 13 recommendations, Airbus will provide technical assistance to the Bureau d鈥橢nqu锚tes et d鈥橝nalyses (BEA) of France and the Japan Transport Safety Board (JTSB) in charge of the investigation. For this purpose, Airbus is presently dispatching a team of specialists to assist the Authorities.鈥澨�

Although an interim report on the accident may be issued in the coming weeks, it is likely to be many months before the final accident report is published.

Japan Airlines A350 engulfed in flames after 鈥榗ollision鈥� with Coast Guard plane

• Airlines
• Airport

byIan Molyneaux

January 2, 2024

But there can be no doubt that the economy class airline experience has changed a great deal over the years. Yet further enhancements coming down the track will ensure that, even in the rear of the plane, economy class passengers have an experience to remember. Throughout 2024, airlines will be battling it out to win the custom and the loyalty of passengers who are confined to traveling in the 鈥榗heap seats鈥�.听

Passenger air travel has come a long way 

Air travel has certainly come a long way since Orville and Wilbur Wright took to the air 120 years ago. Indeed, if they could witness the world in which we all now live, the two brothers from Dayton, Ohio would simply not believe the luxuries that are bestowed on modern-day air travelers who cruise through the air in what are effectively (very) glorified Wright Flyers.听

In practice, though, the onboard airline passenger experience has always been something of a lottery. One might encounter fabulous service and fine cuisine in a comfortable seat on one carrier, only for the next experience to be far less good. Equally, one airline精东影业 onboard offering might blow you away, but another might leave you feeling disappointed and promising yourself to never use that carrier again.听

Throughout aviation history, the passenger experience has evolved enormously. During what many still refer to as the 鈥榞olden age鈥� of air travel, passengers were treated like kings and queens as they traversed oceans and continents.听听

The highest of high-quality cuisine would be served on bone china and crisp white linen, washed down with as much of the finest champagne as travelers could quaff. Yet, back in the day, this service was available to everyone onboard, before the structured cabin class system we recognize today was introduced to spoil all the fun.听

But things are changing. Although the kinds of onboard service mentioned above are still handed out in the first and business class cabins of many airlines worldwide, those further down the aircraft – the ones who turn right as they board rather than left – are enjoying an era where airline companies are locked in a race to offer their economy class passengers a little more, if not a great deal more, to win their custom. 

So, as we head into 2024, let精东影业 take a deep dive into what the upcoming trends will be for economy class passengers and the innovations that are to be introduced which airlines hope will make traveling in economy an experience worth savoring, rather than one to endure. 

The modern conveniences of economy class travel 

Even today, there are innovations in economy that would have been unfathomable in the 1970s and 80s. In those days, when one purchased an economy airline ticket, you simply wanted to get from A to B as quickly and safely as possible.  

If you were very lucky, you got to rent earphones from the cabin crew and could try to watch the single in-flight movie projected onto a small screen mounted on a bulkhead thirty rows ahead of you. Disembarking in one piece at the end of the journey was what most people hoped for from their travel 鈥榚xperience鈥�.听

Consider then, if you will, the contrast with how economy class passengers travel nowadays. Seats with additional lumbar support, footrests, and headrests with folding-out wings (to support your head as it rolls around during the hours in which you try to grab some restless sleep) have all become commonplace in economy class cabins.听

In fact, though, things have moved on even further than that, with added extras fast becoming the norm, setting the standard for what economy class passengers can expect from their experience. 

Individual seatback screens with a wide range of in-flight entertainment options quickly became commonplace after Virgin Atlantic introduced them to economy class passengers in the early 1990s. Meanwhile, as technology has continued its relentless rush onward, USB charging sockets have been established as standard equipment, as have seatback tablets and phone holders.听听

On modern commercial aircraft, mood cabin lighting and the hugely popular sky cameras, affording unique external views of your plane as it flies along, have become increasingly more common. Equally, the dimmable window blinds on Boeing 787 Dreamliners are the kind of technology that those contemplating the cabin experience for economy passengers could only have dreamt of years ago.听听

Those traveling in economy class cabins, even on short-haul narrowbody commercial airliners, are seeing something of a revolution in the overall travel experience.听听

Although not quite as luxurious as the service offered onboard the Empire flying boats and Pan American clippers of yesteryear, traveling economy class today is a far cry from what it was in the past. And with more innovations and technological advancements already on the drawing board, one can only imagine the experience of economy passengers in the future.  

That said, many of these developments are already here, being rolled out by trailblazer airlines that are setting the standard for others to follow in the years to come.  

So, let精东影业 take a closer look at some of these advancements and gauge whether they will at least catch on, or at best become industry-standard, just as other innovations have done in the past. 

The future is already here today听

We don鈥檛 need to look far into the future to see what the upcoming trends in economy class air travel are likely to be and what will happen going forward. Many of the latest innovations are already onboard a few select aircraft plowing the world精东影业 air lanes. And, as the industry has seen many times before, what counts as innovation today becomes the industry standard of tomorrow. 

From Michelin-starred onboard dining choices to passenger wellbeing zones, passengers flying in economy cabins across the globe are getting an upgrade.听听听

In the years leading up to the COVID-19 crisis, airlines were slashing their economy products as their attention focused on their premium-class offerings. However, since the end of the pandemic and the resultant boom in demand for travel (across all classes of service), carriers have become locked in a race to fill their economy cabins. To this end, savvy airlines have now realized that they need to offer more 鈥� something extra that will earn customer loyalty and thus keep passengers coming back for more.听

In 2023, many airlines saw traffic figures exceed pre-pandemic levels, and according to research data published by aviation data provider Cirium, economy passengers are expecting more from their inflight experience.听

Additionally, with the global spread of ultra-long-haul routes meaning passengers are often spending more than 15 hours in the air, airlines are striving to make flying economy a more appealing prospect.听听

From cabins offering better sleeping conditions at 35,000 feet to enhanced in-flight entertainment, to new menus with nourishing vegan and vegetarian options, such innovations promise to change the nature of flying economy class for the better. 

Air New Zealand – Skycouch and Skynest 

In recent years, Auckland-based Air New Zealand has been something of a pioneer when it comes to economic class innovations. First up was Skycouch, introduced in 2011, which gave customers on its long trans-Pacific routes further options for sleeping and onboard comfort.  

It consists of a row of economy seats that can be converted into a couch after take-off. Passengers can use the Skycouch however they want for the duration of their flight. Sitting, spreading out, or lying down, the space allows passengers to share the Skycouch with others or keep it all to themselves.听听

Skycouch seats are the same as standard Air New Zealand economy seats, except for the fact that the customer has a special footrest on each seat. They can lift the footrest halfway up to make a more comfortable seating position, 听or all the way up to create a large couch space.听

The advantage of Skycouch is that it is a private space in the economy cabin on the carriers鈥� Boeing 777-300ERs and 787-9 Dreamliners. The customer does not find themselves sharing their Skycouch with a stranger, as they get the entire section of seats to themselves for the entire flight.  

The Skycouch can be booked by a single passenger requiring some additional personal space or a young family wanting maximum comfort at minimal cost, to be shared by a maximum of three people.  

Other airlines such as All Nippon have since deployed the Skycouch concept and Lufthansa is looking to introduce it in its new 鈥�Allegris鈥� cabins by 2025.听

The Skycouch is already in service, but coming from Air New Zealand in September 2024 is the revolutionary Skynest, which will offer passengers traveling in economy the chance to get some sleep in a proper lie-flat bed.  

Two rows of three stacked bunks will be situated in the middle section of a select few Air New Zealand Dreamliners, flying the Auckland to New鈥痀ork and Auckland to Chicago routes.听听

Each passenger will be able to buy a four-hour sleep slot for around 拢200-拢300 ($254-$381) on top of their economy fare. 

Passengers purchasing the Skynest option will be able to climb into a subtly mood-lit bed pod before pulling the鈥痯rivacy screen across. The soft lighting changes with cabin conditions and passengers can plug in their devices to a USB port, get under the covers, and get some rest.听听

Wellbeing zones for ultra-long-haul 

Australian national carrier Qantas is in the process of finalizing plans for its ultra-long-haul direct flights from Sydney to London-Heathrow and New York JFK, set to start sometime during 2025.  

Spending around 22 hours within a flying metal tube may not be a prospect that everyone would relish, so the airline has created some innovative ideas to maintain the wellbeing of passengers throughout their journey.  

These new Project Sunrise flights, as they are known by the airline, come in tandem with a new fleet of Airbus A350-1000s. Entry into the service of this fleet will allow the airline to rethink passenger comfort, especially in the economy cabin. Besides installing fewer seats for more space, the galley area between Economy and Premium Economy will be reconfigured to feature a 鈥榃ellbeing Zone鈥�.听

As well as a refrigerator where both economy and premium economy passengers can help themselves to water bottles, juice, and healthy snacks, the space by the emergency exit will have a dedicated space for stretching out, with plane-friendly stretches shown on a touchscreen TV and padded walls to lean on for support.听

鈥淲e spent just as much time on the second half of the aircraft as we did the front; we started studies on the Wellbeing Zone before any other area of the A350,鈥� said former Qantas chief executive Alan Joyce, speaking at the Project Sunrise launch event in 2022.听听

With Project Sunrise flights kicking in at the end of 2025,鈥痠nnovative features like this could certainly make spending 22 hours in the air much more comfortable, even for those sitting towards the back of the airline精东影业 A350. 

Menu upgrades 

While the pandemic drove several airlines into survival mode, many are starting to splash out on making their economy meal service more nutritious and delicious. For certain carriers, in-flight meal options created by top chefs are back on the menu and are now being rolled out to economy class passengers.  

From 2024, economy class passengers on Taiwanese carrier China Airlines will be able to choose their in-flight dining preferences from a menu curated by Le Palais, a three-Michelin-starred restaurant. Meanwhile, on Eva Air, another Taiwanese carrier, economy passengers can opt to sample the delectable delights of the carrier精东影业 business class menu for a small additional fee.听听

Not only are passenger menus changing for the better. Plant-based options on many airlines are being improved, too. 

In August 2023, Cathay Pacific unveiled a plant-based menu by renowned Hong Kong restaurant Veda, featuring both Indian and Chinese delicacies. As an added improvement to the overall experience, passengers will no longer need to pre-order a vegan or vegetarian meal before their flight. An increasing industry focus on wellness and sustainability means putting planet-friendly options front and center on many menus, even in economy.听

And it’s not only in the air where airlines are heading further down a green culinary route. In 2022, Emirates opened the world精东影业 largest hydroponic farm, aiming to鈥痯roduce one million kilograms of leafy greens per year for use in in-flight salads across all cabin classes.  

Free Wi-Fi coming to an economy cabin near you soon听

There is no denying that customers crave free Wi-Fi. A passenger survey published in 2023 by satellite provider Inm arsat revealed that 77% of passengers polled felt that inflight Wi-Fi was important to them 鈥� up from 51% in 2018.  

This can be compared to other areas of the travel and hospitality industry, for instance, hotels, where pioneering hotel chains eradicated additional charges for Wi-Fi connectivity, only for other chains to see customers drifting away until they followed suit. Eventually, the rest caught up, and order was restored. Nowadays it is unusual to stay in a hotel that still imposes charges for Wi-Fi usage.听听

The same pattern is highly likely to follow in the airline industry, the shift only limited by how old an airline精东影业 fleet is and whether it can be retrofitted with the equipment required for onboard Wi-Fi to be enabled.  

Previously the preserve of the premium classes of travel, complimentary Wi-Fi is fast becoming a standard offering rolled out to all passengers across the cabins. North American airlines are leading the charge in this regard, with JetBlue having offered free Wi-Fi to all passengers since 2013. In 2023, Delta announced plans to roll out free, unlimited Wi-Fi on all international flights by the end of 2024.听听

Other airlines have made moves towards offering free Wi-Fi too, amongst them Malaysia Airlines and Singapore Airlines, the latter of which began introducing the service to economy passengers in July 2023.  

With increasing numbers of carriers such as Qatar Airways, airBaltic, Zipair, and others all set to provide free Wi-Fi to passengers in all cabins through high-speed satellite service Starlink, the days of flying offline鈥痑re surely numbered. As with hotels, in the airline industry, it will be very much a case of either offering free Wi-Fi onboard to passengers or risking being left behind by the competition over the next couple of years. 

Innovations in sustainability 

In the run-up to 2050, airlines across the world are joining the race to achieve IATA精东影业 goal of making the aviation industry reach net zero. While this does not necessarily make one精东影业 economy class flight more enjoyable from an in-flight experience perspective, knowing that your airline is doing its bit to save the planet might just make your journey a little more comfortable. 

In September 2023, easyJet announced it was teaming up with Airbus and Rolls-Royce to investigate hydrogen as a zero-carbon fuel source, while in October, Ryanair purchased 500 metric tonnes of sustainable aviation fuel (SAF) 鈥� enough to power 100 Dublin to Vienna flights. In November 2023, Virgin Atlantic paved the way by operating the world精东影业 first transatlantic flight using 100% SAF by a commercial airliner. 听

Airlines everywhere seem to be purchasing as much SAF as they can lay their hands on in a bid to reduce emissions and lower their carbon footprint. While demand for kerosene alternatives will outstrip supply for some time to come, it is reassuring that airlines are at least trying to do their bit to save the planet.  

That knowledge may just help you sleep a little sounder as you try to grab forty winks in seat 65K at the very back of the plane.  

Enjoy your flight and sleep tight! 

Across all areas of the economy flight experience, airlines are doing what they can as fast as they can to win your business and keep you loyal to them.  

From the smallest service enhancements to the biggest, the landscape of economy class travel is changing and evolving rapidly. Where once the economic experience might have been referred to as 鈥榗attle class鈥�, it is now fast becoming the 鈥榖ees knees鈥� way to travel.听

While the two aircraft may seem similar, airlines often choose between them based on their distinct advantages and disadvantages. 

In this article, we鈥檒l take on a detailed comparative analysis of Boeing 777 vs 787, highlighting their passenger capacity and experience, technical specifications, price, popularity and safety aspects.

Passenger capacity and experience 

Note: there is a 19-year difference in release dates between the Boeing 777 and 787.  When evaluating technology and passenger comfort, we analyzed how these parameters compared to those of other Boeing aircraft at their respective release times. 

The Boeing 777 offers a range of seating options, from economy to business to first class. Its spacious cabin design makes for a comfortable experience for passengers, even on long-haul flights. The wide fuselage allows for wider seats and larger aisles than any other Boeing aircraft, contributing to a relaxed atmosphere. 

The seating configuration of the Boeing 777 varies depending on the specific model, but it can generally accommodate in a typical two-class configuration. The cabin width is 5.87 m (19 ft 3 in). 

Boeing quietly stretches the 777X-8

• Aircraft

byRytis Beresnevicius

August 7, 2023

The Boeing 787 takes passenger comfort to a new level with its innovative features. The aircraft’s larger windows provide breathtaking views and come equipped with electronic dimming to control cabin lighting. Additionally, the aircraft’s volume of composite materials makes up . This contributes to a quieter and more comfortable cabin environment.  

The Boeing 787 can seat up to in the same two-class configuration, which is 56 fewer passengers than the 777. The cabin width is 5.5 m (18 ft), a little shorter than that of the 777.  

Exploring the features and specifications of the Boeing 787-9听

• Aircraft
• Aviation Technology and Innovation

byRosita Mickeviciute

July 4, 2023

Technical specifications 

The table below provides an overview of the technical specifications for each variant of the Boeing 777 and 787 series, allowing for easy comparison of their dimensions, capacity, range and speed. 

For an airline seeking new aircraft with an extended operational range to cover longer distances without the need for frequent refueling or en-route landings, opting for the 777 model would generally be advisable. However, it’s worth noting that the 787 holds a slight speed advantage over the 777. On the 777, the maximum speed is typically Mach 0.89, whereas on the 787, it精东影业 Mach 0.90. 

Note: Specifications can vary based on airline configuration and model. 

Engine differences 

The Boeing 777 aircraft employs a range of engines based on its specific variant. These include the Pratt & Whitney PW4000, the Rolls-Royce Trent 800, and the General Electric GE90 engines. In contrast, the Dreamliner 787 is powered by either the General Electric GEnx or the Rolls-Royce Trent 1000 engines. 

A notable difference lies in the thrust these engines can generate. The GE90, utilized in the Boeing 777, is a powerhouse capable of producing a thrust of 110,000 to 115,300 pounds-force (lbf). In comparison, both General Electric and Rolls-Royce engines used in the 787 provide a thrust of around 76,000 lbf. 

As such, we can conclude that the Boeing 777, specifically one with the GE90 engine, possesses a significantly higher thrust capability compared to the engines used in the Boeing 787. 

Fuel efficiency 

The Boeing 787 is generally considered more fuel-efficient than the Boeing 777, due to its lightweight composite materials and aerodynamics.  

According to information from , the fuel consumption of the 777 series ranges from 6,080 to 7,500 liters per hour, with variations according to the specific variant. In contrast, the 787 demonstrates a notably improved performance, with fuel consumption typically falling within the range of 4,900 to 5,600 liters per hour. 

On long-haul flights, the per seat. In comparison, the Boeing 787-10 achieves a more efficient performance, consuming 2.27 L/100 km of fuel. 

This means that the Boeing 787-10 saves 0.63 liters of fuel per 100 kilometers flown per seat, when compared to the Boeing 777-300ER. 

While it might not appear significant, over the duration of an extended flight this seemingly small difference can accumulate into substantial savings. Furthermore, it enables numerous airlines to provide lower fares for long-haul routes. 

Safety considerations 

Both the Boeing 777 and the Boeing 787 adhere to stringent safety standards set by aviation authorities worldwide. These aircraft are equipped with the latest safety systems, including advanced avionics, redundant control systems and enhanced monitoring capabilities.  

Nevertheless, as of August 2022, the Boeing 777 had been involved in 31 aviation accidents and incidents. Among these, there were a total of eight hull losses, consisting of five incidents during flight and three that occurred on the ground, including three hijackings.  Tragically, these events have resulted in a total of 541 fatalities. 
 
In contrast, up until March 2023, the Boeing 787 had been associated with seven incidents and accidents. Remarkably, none of these occurrences led to any fatalities, and the aircraft in question sustained no hull losses. 

However, it’s important to note that the Boeing 787 only entered service in 2009, while the Boeing 777 has been operational since 1995, and inevitably this will account for some of the difference between these statistics. 

The average incident rate per year since it entered service for the 787 is 0.5, whereas for the 777, it stands at 1.25. 

Price

Note: these are orientational prices only and manufacturers base the prices on a variety of factors such as customization, bulk orders, and negotiations between airlines and manufacturers. 

As of March 2022, the average cost of a Boeing 777-200ER stood at $306 million. The Boeing 777-9, listed at $442 million, ranks among Boeing’s highest-priced models. 

On the other hand, the cheapest model of these two aircraft families is Boeing 787-8 which costs $248 million, whereas the Boeing 787-10 costs $338 million. 

While the initial purchase price can vary based on configuration, the long-term operational savings from improved fuel efficiency are a key factor for airlines. 

Orders and deliveries 

As of July 2023, the Boeing 777 had received 2,150 orders and 1,713 deliveries. Emirates leads with the highest airline orders at 255, followed by Qatar Airways with 159 and Singapore Airlines with 116. 

The Boeing 787 had notched up 1,756 orders and 1,072 deliveries. United Airlines leads with the highest order at 171 aircraft.  

To sum up Boeing 777 vs 787: 

Passenger experience 

• Boeing 777 has spacious cabins with wide seats and reduced noise. 
• Boeing 787 has larger windows and advanced comfort features. 

Specifications 

• Boeing 777 offers a larger passenger capacity and a longer range. 
• Boeing 787 is more fuel-efficient and marginally faster. 

Engines 

• Boeing 777 boasts a high-thrust GE90 engine. 
• Boeing 787 uses GE or Rolls-Royce engines. 

Safety 

• Boeing 777 has been involved in more incidents and fatalities. 
• Boeing 787’s safety record has been influenced by its shorter service time. 

Price

• Boeing 777 ranges from $306M to $442M. 
• Boeing 787 ranges from $248M to $338M. 

Orders and deliveries 

• Boeing 777: 2,150 orders, 1,713 deliveries. 
• Boeing 787: 1,756 orders, 1,072 deliveries.听

On February 3, 2021, Ukraine精东影业 ambassador to Belarus, Igor Kizim, was summoned to the Belarusian foreign ministry and handed a note of protest for a violation of the Belarusian border from Ukraine精东影业 territory. 

袨写薪芯蟹薪邪褔薪芯 屑芯卸薪芯 褋泻邪蟹邪褌褜, 褔褌芯 褌邪泻邪褟 泻褉褘褕泻邪 褋 蟹邪锌芯褉薪褘屑 屑械褏邪薪懈蟹屑芯屑 邪薪邪谢芯谐懈褔薪芯泄 泻芯薪褋褌褉褍泻褑懈懈 薪械 懈褋锌芯谢褜蟹褍械褌褋褟 薪邪 褉芯褋褋懈泄褋泻懈褏 袘袩袥袗 褋械屑械泄褋褌胁邪 “袨褉谢邪薪”, 蟹邪褌芯 懈褋锌芯谢褜蟹褍械褌褋褟 褍泻褉邪懈薪褋泻懈屑懈 屑械谢泻芯褋械褉懈泄薪褘屑懈谐邪褉邪卸薪褘屑懈 锌褉芯懈蟹胁芯写懈褌械谢褟屑懈 写褉芯薪芯胁.

袠褋褌芯褔薪懈泻:

鈥� 小褌邪薪懈褋谢邪胁 袙邪谢械褉褜械胁懈褔 (@PussyRobbery)

However, China has decided to upend the status quo. In 2020, Chinese airlines postponed hundreds of deliveries from the two Western companies while increasing their reliance on COMAC  鈥� the domestic manufacturer known as the Commercial Aircraft Corporation of China which, from the outset, has positioned itself as an alternative to Airbus and Boeing. 

China精东影业 airlines prioritize COMAC, put off Airbus and Boeing

• Airlines

byElzbieta Visnevskyte

January 25, 2021

COMAC精东影业 first airplane 鈥� the ARJ21 鈥� is aimed at the regional market and does not really compete with the Western giants. However, the second one 鈥� the C919 鈥� is intended to replace Airbus and Boeing精东影业 most popular models 鈥� the A320 and the 737 respectively. While the C919 is yet to enter mass production, the model garnered more than 800 orders, mostly from Chinese airlines. Meanwhile, China, together with Russia, is working on a much larger aircraft 鈥� the CR929, intended to compete with Airbus and Boeing wide-body jets. 

The Chinese market is one of the fastest-growing in the world, and is expected to remain so for quite a while. This is why Western manufacturers still rely on it, and expect to receive a proportion of orders from Chinese airlines.

But how likely is this? And how have Airbus and Boeing done in China in the past? Let精东影业 take a look at the data.

Deliveries

It精东影业 been a while since Boeing managed to deliver more aircraft than Airbus to Chinese airlines. But, in 2018, the American company finally took the lead. Its triumph was short-lived: the deliveries plummeted in 2019, and have since struggled to recover.

The reason for the fall of Boeing is well known: the 737 MAX disaster. Following two fatal crashes, Boeing精东影业 newest aircraft was grounded worldwide, the deliveries stopped, and the company’s output 鈥� as well as its revenue 鈥� dropped to unprecedented lows. Narrow-body aircraft 鈥� primarily the 737 MAX 鈥� have comprised the majority of Boeing精东影业 deliveries, and those stopped in 2019. As the chart below shows, China stopped receiving Boeing精东影业 wide-body jets only in 2020 鈥� at the same time as Airbus deliveries dropped.

However, Chinese companies didn鈥檛 rush to switch to an alternative by Airbus. In 2020, the C919 reached an important milestone: it was showcased in an airshow for the first time and began certification tests. Even the development of the CR929, despite some initial problems, moved forward. China had all the incentives it needed to gain confidence in its domestic aviation industry, and moved away from the Western manufacturers.

However, there were even earlier signs that this was going to happen.

Orders

China精东影业 orders of Western jets started to fall after 2014. By 2018, the amount of Airbus and Boeing orders by Chinese airlines were virtually non-existent. 

This paints a worrying picture for both Airbus and Boeing. And while it may seem like Airbus fared slightly better 鈥� it experienced a bump in 2019 鈥� Boeing精东影业 Chinese backlog is still marginally larger thanks to previous orders. 

The chart above does not look that bad on its own 鈥� after all, 100 planes is a fairly substantial number. But it needs to be seen in the context of COMAC精东影业 hundreds of orders, as well as the steep fall in deliveries. 

Nevertheless, there is still something positive for Airbus and Boeing: China is about to recertify the Boeing 737 MAX, and, according to reports at the end of September, Airbus is discussing the possibility that China certifies the company’s most modern jet, the A220. But are these developments going to be enough?

First launched in 1980, the United Nations World Tourism Organization (UNWTO) has celebrated this day every September 27th in order to foster awareness of tourism’s social, cultural, political and economic value.

More than 40 years on, here we are living through a global pandemic. So, is it still worth celebrating tourism? After all, the economic loss to the global GDP due to the tourism crash in 2020 and 2021 could total over $4 trillion (based on an economic assessment).

Perhaps unsurprisingly, people are still enthusiastic about tourism. In his official message for World Tourism Day 2021, Secretary-General of UNWTO Zurab Pololikashvili said: 鈥淭he human desire to travel and explore is universal, which is why tourism must be open for everyone to enjoy.

鈥淏y celebrating this day, we state our commitment that, as tourism grows, the benefits that come will be felt at every level of our broad and diverse sector, from the biggest airline to the smallest family business.鈥�

More than an actual celebration, the core purpose of honoring World Tourism Day is to commit and renew the pledge to put global tourism back on its feet. And no one is more determined to achieve that than national tourism boards whose job it is to entice people to travel in the midst of a global pandemic. 

So, for World Tourism Day 2021 we are highlighting campaigns rolled out in the past six months by various tourism boards in an effort to salvage tourism. 

Thailand精东影业 Phuket Sandbox

In July 2021, the Tourism Authority of Thailand announced that Phuket was now open to vaccinated Thai and international travelers. Furthermore, instead of quarantining in a hotel, travelers had to stay in Phuket, Samui or Krabi for at least 14 days before they could visit other destinations in Thailand.

This sounds like an attractive deal. If you had to choose two weeks in a hotel room or on an entire island, you wouldn鈥檛 even have to deliberate.

However, since the launch of the 鈥楶huket Sandbox鈥� campaign, only about 26,000 travelers have been enticed to visit. This is way below the targeted 100,000 that the tourism board hoped to secure by the end of September 2021.

Singapore by Stream

The Singapore Tourism Board was one of the first to use live streaming technology to promote tourism. Launched in March 2021, 鈥楽ingapore by Stream鈥� allowed viewers to control and interact with real taxi drivers in Singapore. 

Taxi drivers usually act as a traveler精东影业 first ad-hoc tourist guide. Singapore by Stream allowed viewers to interact with taxi drivers in the city-state, simulating a real-life experience of asking where the best chili crab in town is, or where one can find the best shopping bargains. 

The campaign was launched while Singapore was still in lockdown and its borders closed. So this was a case of 鈥榯hink-of-us-now-visit-us-later鈥� strategy. 

Did it work? In July 2021, four months after the campaign started, Singapore精东影业 visitor arrivals recorded 5,177, a slight improvement from the previous month精东影业 4,729.

Amsterdam精东影业 鈥榗lean act鈥�

In June 2021, Amsterdam launched its first tourism campaign of the year. It had a strong and clear message: if you鈥檙e rowdy, stay away. 

Amsterdam has long been known to be tolerant of fun and recreational activities that tourists indulge in when visiting the Dutch capital. Things may have stayed the same if not for the pandemic.

For locals, the absence of tourists brought a newfound peace and tranquility that, prior to the pandemic, seemed to be an unattainable dream.

Amsterdam精东影业 city council spent EUR 100,000 in an online campaign officially known as 鈥楨njoy and Respect鈥� in order to attract the right kind of tourists. 

The aim of the online campaign is to “stimulate desired behavior” among tourists,, chief executive of the city’s promotion agency.

It may or may not be a direct result of the campaign, but barely three months since the campaign launched, the Netherlands announced that the country is dropping its quarantine restrictions on vaccinated travelers and that social distancing is no longer required. 

Australia精东影业 Best Shot

Australia精东影业 borders have been closed for 18 months but, in August 2021, a tourism campaign targeted at the domestic market was launched. 

The reason why African carriers might consider the Dash 8-400 for future operations can be found in the aircraft’s capabilities to perform short take offs and landings. This has also landed it the name 鈥渘etwork builder.鈥�

Over 155 Dash 8 Series aircraft operate in Africa, of which 90 are the Dash 8-400. Ethiopia’s flag carrier operates a fleet of 32 Dash 8-400s in its fleet. To date, Ethiopian Airlines has transported over 12 million passengers with this type.

Introduced into Ethiopian Airlines fleet in 2010, the Dash 8-400 has gone on to operate on the carrier精东影业 regional and domestic schedules for over a decade, including operations to 23 domestic destinations and to 62 destinations across Africa.

In October 2020, amidst the height of the pandemic, Ethiopian took delivery of its 30th Dash 8-400 aircraft, registration ET-AXY, and in early 2021, took delivery of its 31st Dash 8-400 with registration ET-AXZ. Group Chief Executive Officer Tewolde GebreMariam expressed the airline精东影业 confidence in the Dash 8-400 and its positioning to support the airline精东影业 vision to augment connectivity across the continent together with other African carriers.

鈥淭his milestone 30th delivery highlights our confidence in the Dash 8-400 aircraft and is a testament to the joint success in supporting our network and strategic partnerships with several carriers across Africa,鈥� GebreMariam said.

But it精东影业 not only Ethiopian Airlines that operates the Dash 8-400 on regional and domestic routes. Its partners do, too.

Ethiopian holds a 40% stake in ASKY Airlines, 49% stakes in Malawi Airlines and in Tchadia Airlines, and has 99% ownership of Ethiopian Mo莽ambique Airlines. The combined network of these airlines serves West, South, South-East, and Central Africa.

A number of the flag carrier精东影业 fleet of Dash 8-400s are also leased to its partners. This includes aircraft with registration numbers ET-AQB, ET-AQD and ET-AQE leased to Malawian Airlines, ASKY Airlines and Tchadia Airlines.

In addition, the Ethiopian carrier is recognized as a De Havilland Canada Authorized Service Facility on the African continent, playing a role in supporting other operators of the type by providing Dash 8-400 flight simulators.

With favorable flight capabilities, a range of 2,040 km and a seat capacity of 90 passengers 鈥� 14 passengers higher than any preceding turboprop 鈥� the Dash 8-400 could be the answer for the domestic fleets of emerging and restructuring African airlines. 

African aviation 鈥� the wake-up call to a new era?

• Analysis

byMichael Jonga

June 17, 2021

 

Two Canadair CL-415 and one Russ谋an Beriev Be-200 f谋ref谋ght谋ng a谋rcraft started to operate 谋n turkey’s forests one month ago, but why we d谋dnt seen a b谋g f谋res shut or even a large is work done yet?

Well, f谋rst 谋 must ment谋on both A谋rcraft specs on f谋ref谋ght谋ng. lets start w谋th the great russ谋an Beriev Be-200, Marketed as being designed for firefighting, search and rescue, maritime patrol, cargo, and passenger transportation, it has a capacity of 12,000 litres (3,200 US gal) in dumping water capability.

What about Canadair CLA 415? The Canadair CL-415 / Bombardier 415 is a twin-engined firebomber and utility amphibious aircraft produced by the Canadian manufacturer Bombardier Aerospace. The Bombardier 415 is also known as the Superscooper w谋th a Capacity of 6,137 l (1,350 imp gal; 1,621 US gal) 谋n waterdump谋ng. Everyth谋ng 谋s clear unt谋ll now, but why 谋n total of more than 6,000 US gal of water dumping capability 谋s noth谋ng for these w谋ld f谋res 谋n turkey?.

Turkish Airlines own 4X of Boe谋ng 747-400 Fre谋ghters wh谋ch they can ea谋sly converted to tankers 谋n few days as these B747-400 can hold more than 17,500 US gallons of water per A谋rcraft!! wh谋ch 谋s s谋m谋lar for the three A谋rcraft that they are us谋ng now X3 t谋mes!. The type is capable of carrying, and dumping, 19,200 gallons (72,678 liters) of retardant, ranking first of its type. The second-largest capacity air tanker is the Russian-made llyushin IL-76 at 11,574 gallons. In third place, we find the DC-10, which was capable of carrying 11,600 gallons but was subsequently restricted to carrying only 9,400 gallons. The Global SuperTanker can dump water or flame retardant in just six seconds and fly as low as 200 feet (61 meters) above the ground for the task. It can be refilled in just 13 minutes. The super tanker has served in many countries, not just in the US.