Category: IFTTT

Cranky on the Web: Buying Condor, Don’t Fly With the Flu:

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Since 3 links was pushed to yesterday, I moved Cranky on the Web to today

Polish Aviation Group to Purchase Condor AirlinesBlue Sky
Pittsburgh currently has service from Condor, so it is naturally very interested in what the acquisition of the airline means. We don’t know, but I …

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February 09, 2020 at 01:45PM Source:

3 Links I Love: Avianca Rising, Demolition in Phoenix, Norwegian Says No Heathrow:

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This week’s featured link

Interview: Avianca CEO Applauds Airline Consolidation In Latin AmericaAirways
Keep your eyes on Avianca. With United’s support, Avianca has the time and resources to restructure. The new CEO is assembling a team to really make some noise. I’m expecting to see good things out …

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February 08, 2020 at 01:45PM Source:

David Neeleman’s New Airline is Officially Called Breeze; Here’s Everything He Told Me About It (Across the Aisle):

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Were you expecting 3 links I love today? Well, this is way better. I will run 3 links tomorrow instead.

JetBlue and Azul founder David Neeleman has been not-so-secretly working on his next airline for months now. Today, he is officially unveiling that the name is not Moxy but rather…

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February 07, 2020 at 01:45PM Source:

Great Product, Not-So-Great Service on a United 787-10 to Newark (Trip Report):

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It was time to get back in the saddle again after a nice, long holiday lull away from flying. This time, I was heading to New York for Wendy Perrin’s WOW List Summit. The last time she had one was three years ago down in Mexico, and it was a …

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February 06, 2020 at 01:45PM Source:

The Airbus A220 – Air Canada’s new Ambassador:

Up close with the A220

C-GROV, the first A220-300 operated by Air Canada – Photo: John Jamieson

On January 15th, North America’s fifth-largest airline became the newest operator of the Airbus A220. At Air Canada’s headquarters in Montreal, Fin 101 (C-GROV) was unveiled to employees, honored guests, and members of the media. Over the course of the event, we were able to go onboard the aircraft and take in the A220’s unique features. We also managed to interview Mark Galardo, Air Canada’s VP Network Planning.

With the focus of the event firmly on the aircraft (as opposed to a new destination), we’ve focused our analysis on the physical benefits. That said, we’ll have a thorough examination of the aircraft’s operational benefits, and our interview, in a future post. For now, follow along as we cover Fin 101 from nose to tail and explore every inch of Canada’s newest clean-sheet aircraft.

Bonus: Photo Tour of the Bombardier CSeries at the Dubai Airshow – For those who’d like a comparison to the smaller A220-100.

Cockpit and Controls:

Starting in the cockpit, it’s clear that the A220 has been designed with the pilot in mind. The most obvious feature, perhaps, is the location of the flight controls.

While inherently familiar and perfectly functional, the standard control yoke tends to occupy more space than is necessary. A sidestick, on the other hand, while lacking the benefits of a physical coupling (See Air France 447), offers similar levels of control in a smaller, cleaner package.

When Bombardier made the decision to implement a Fly-By-Wire system, they had a choice to make. Both control devices are compatible with an FBW system. What ultimately pushed Bombardier/Airbus to the sidestick?

Overview of the A220 Cockpit

Notice the two Heads-Up-Display (HUD) units and the five Electronic-Flight-Display (EFD) screens – Photo: John Jamieson

First of all, the sidestick has a greater degree of sensitivity allowing pilots to respond faster to the aircraft’s movement. Secondly, from a pilot perspective, the sidestick reduces cockpit clutter and improves visibility for the flight crew.  Thirdly, despite lacking the physical coupling of a two-yoke system, the A220’s flight control system incorporates some Artificial Feel built-in. This addition helps to improve the pilot’s spatial awareness during challenging conditions. With this benefit effectively built-in, the sidestick satisfies nearly every condition.

As best I can describe it, A220 pilots are able to sense the aircraft better without needing a physical control yoke. To examine the A220’s flight controls in greater depth, check out the link below!

Bonus: FLIGHT TEST: We put Bombardier’s CSeries through its paces via Mike Gerzanics and Flight Global

Advanced Avionics

Before moving onto the cabin specs, it’s worth noting the avionic inputs from Rockwell Collins. The Pro-Line Fusion suite is the same system featured on Bombardier’s high-end business jets.

With touch control PFDs (personal flight displays) and an integrated heads-up display system, the PLF is one of the best!  For more on the technical specifications and features, click here.

Cabin Configuration:

Moving through the aircraft, the A220 feels noticeably different than a regional jet. With its high ceiling and wide cabin, the aircraft is a cut above the Embraer 190 it’s replacing. Passenger comfort is immediately enhanced.

With room for 137 passengers, C-GROV is laid out in a standard two-class configuration: 12J, 125Y. Defined by a fixed bulkhead, the aircraft’s Business Class seats 12 in a 2×2 layout. With no specific plans to serve any unique routes (Unlike American and their A321T), it’s expected that all of Air Canada’s A220s will be delivered in this arrangement.

Bonus: An Inside Look at the New Bombardier CSeries – Literally

While it’s true that a single-class operator could potentially squeeze 160 passengers into the aircraft, it’s unlikely we’ll ever see this configuration. With better substitutes available satisfying that market, the only way we’ll see 150+ passengers in an A220 is if Airbus develops the -500.

Air Canada's Economy Class on the A220

Looking aft towards the rear galley and lavatories. The aircraft’s economy cabin has space for 125 passengers; 20 seats have been designated as “Preferred” – Photo: John Jamieson

Business Class (J) Review:

As mentioned above, Air Canada’s business class cabin occupies the first three rows of the aircraft (2 x 2, AC-DF). In addition to their large seatback entertainment screens, the Rockwell Collins MiQ seats are 21 inches wide and feature 37 inches of pitch. When comparing these specifications to other cabins in North America, the A220’s hard product falls right in line.

Combined with the airline’s lounge experience and meal service, Air Canada’s business class remains one of the best in North America. With its Canadian rival, WestJet, upgrading its own business class product, each advantage remains crucial for Air Canada.

At the tail end of the cabin, the first row of economy seats (Row 12) benefit from the A220’s fixed bulkhead. These “Preferred” seats feature additional legroom without sacrificing seatback IFE. While the aircraft lacks a distinct premium economy section, rows 19 to 21 also feature extra legroom.

A220 Preferred Seats

A look at Air Canada’s “Preferred Seats” and the A220’s IFE Screens – Photo: John Jamieson

The Economy (Y) Experience:

In terms of passenger comfort, the A220 answers the key questions. One need no longer fear the middle seat! At 19 inches, the standard economy seat is more than wide enough, even for a “generously proportioned” person like myself. With seatback IFE available throughout the cabin, the only thing holding the aircraft back is the cabin’s standard seat pitch.

At 30 inches, the legroom falls behind Air Canada’s direct competitors. That said, the A220 features more overhead storage space than other comparable aircraft. This advantage may help alleviate some of the discomforts.

Bonus: Bombardier’s CSeries Rocks (and Rolls Out) – PART 2 – context behind the design:

Cabin Focus

By the time I get to the aft galley, I have only one disappointment. There is no “Loo with a View”. While the aircraft does have a dedicated bathroom for business class and two (at the rear) for economy passengers, none have a window.

Interior Recap:

Inside the A220, it’s clear that passenger comfort is the highest priority. By all accounts, the aircraft could probably shoot up the popularity charts based on its “PaxEx” alone. While appearance and comfort certainly have their place, performance and functionality drive revenue and profits.

Engines and Aircraft Components:

The PW 1524 GTF Engine

With a diameter approaching 73 inches, the PW 1500 G is a formidable powerplant! – Photo: John Jamieson

Producing between 19 to 25 thousand pounds of thrust, the two PW1524 Geared Turbo Fan (GTF) engines offer exceptional performance. In contrast to the CF-34 and CFM-56 powerplants on the A220’s nearest competitors (the E190 and A319 respectively), Pratt and Whitney’s engines have an ultra-high bypass ratio of 12-1.

As a result of their increased compression, Pratt and Whitney’s engines offer double-digit fuel savings over older-generation powerplants. If you need a refresher on GTF engines, check out the link below.

Bonus: Pratt and Whitney geared turbofan engine is a gamechanger via Business Insider

The Fuel Factor:

Sticking with the fuel for a moment, the A220 has three main tanks (center & each wing) with capacity for 21,508 liters (5,801) gallons). In comparison, Embraer’s new E2 offerings (specifically the 190 and 195) hold a maximum of 17,035 liters, almost 4,500 liters less!

Putting things into perspective, the difference in fuel contributes to a range reduction of over 1,000 Kilometers (600 miles). When you transpose this reduction onto the physical environment, the results are stunning!


While I’m going to discuss this at greater detail in the next section (and a future post), the limitations placed on the Embraer basically inhibit trans-Atlantic operations. For the A220, on the other hand, the west coast of France, Spain, and all of the U.K. are all within range of North America. Ultimately, the role and success of an aircraft are determined by the carrier. However, when you look at the complete portfolio of aircraft at Boeing and Airbus, the A220 adds more versatility and value than the E2.

Bonus: Bombardier’s CSeries Rocks (and Rolls Out) – PART 1– context behind the design: Aircraft Focus

 Range and Routes:

With their sights set on North American business markets, Air Canada has identified the A220 as a major enabler for future growth. While not directly replacing a particular aircraft, expect the A220 to operate routes previously operated by the E190 and A319. Looking at Air Canada’s three main hubs, it’s possible to brainstorm a few routes beyond the two already announced.

A220 Horizontal Stabilizer

C-GROV, named for Air Canada’s CEO Calin Rovinescu – Photo: John Jamieson

East Coast Hubs:

Looking at Toronto and Montreal, their range circles are effectively identical. Based on Air Canada’s suggested range and a nugget of information from Mark Galardo, the airline won’t be looking eastbound (i.e. Europe). As for the Carribean, while the aircraft has the range, Air Canada has Rouge for those markets.

Bonus: Air Canada Rouge; First Flight of a New Leisure Airline

That leaves the west coast, the southern United States, and Central America. With the aircraft configured for mixed-class operations, we can probably rule out Central America. Considering the niche characteristics of the A22o, the following markets could be reasonable guesses: Portland, Sacramento, Salt Lake City, and San Antonio.

Bonus: My Review: Air Canada E-190 Flight from Toronto to Seattle – Expect this to switch to the A220 once more are delivered!

The A220-300's effective range from Vancouver

Pinned on Vancouver, the Airbus A220-300 has a fairly-long effective range – Photo: John Jamieson

You may have noticed that I haven’t mentioned any markets in Western Canada. Once the fleet starts to fill out, Victoria and Kelowna will probably be the next destinations served from Toronto. Currently, these two markets are served by Rouge, satisfying Air Canada’s cost structure. With the A220 offering considerable savings over Air Canada’s other short-haul aircraft, these destinations will probably regain mainline service. On that note, let’s take a look at the other markets that Air Canada could develop from Western Canada.

Bonus: Air Canada rouge Expands to Western Canada

Western Expansion:

With a particular focus on Vancouver and Calgary, the A319 and the CRJ-900 feature more prominently than the E190. From Vancouver, for example, Air Canada currently serves Boston, Chicago, and Dallas. Similarly, from Calgary, the A319 or CRJ-900 is used on flights to Boston, Halifax, Houston, Newark, and San Francisco. These businesses-type markets would be perfect for the A220. Expect some of these markets to eventually see the A220.

From a growth standpoint, the eastern seaboard offers a number of appealing markets. When extended to the southern United States, these include the following: Washington (Dulles), Philadelphia, Charlotte, Nashville, Atlanta, Detroit, etc. Additionally, from a domestic standpoint, flights to Halifax, St John’s, and Charlottetown could all become feasible. With Vancouver serving as Air Canada’s main trans-Pacific hub, it seems likely that the A220 will play a role in developing additional traffic.

Wrap Up:

As Air Canada continues modernizing its fleet, the A220 and the 737 MAX will drive growth in North America. Going forward, we’ll take a deeper look at the benefits of both aircraft and discuss how they link with Air Canada’s long haul fleet.

Additionally, make sure to keep a close lookout for our interview with Mark Galardo. We’ll discuss how the A220 fits into Air Canada’s strategy and if they have any interest in the A220-100.

For the next few months, Fin 101 will continue its tour north of the border. However, come the spring, expect to see Air Canada’s newest ambassador at an airport near you!

The post The Airbus A220 – Air Canada’s new Ambassador appeared first on AirlineReporter.

February 06, 2020 at 05:39AM Source:

To Nobody’s Surprise, American Partners With Gol and Beefs Up Miami:

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This morning, American is announcing that it is going to begin codesharing with Gol down in Brazil. On top of that, it’s adding more flights in Miami to bulk up. If this news surprises you, you should really get out more often. The Gol deal was an obvious partnering that …

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February 04, 2020 at 01:45PM Source:

Aviation History: What PlaneSpotting Yielded Just a Decade Ago:

N755NW, a 42-year old NWA DC-9-41 Blasts Out of STL.

N755NW, a 42-year old NWA DC-9-41 Blasts Out of STL

Happy New Year! Heck, happy new decade while we’re at it.

With the closing of each year I invest a considerable amount of time in reflection before setting my goals and aspirations for the future. A perennial resolution I have set (and then catastrophically failed to meet) has been to make sense of the ~150K+ PlaneSpotting photos I have amassed since diving into the hobby over the summer of 2009.

While trying to determine what goal – if any – I would set around this, an intriguing question dawned on me. How has PlaneSpotting changed in the past decade? Sure, we didn’t have JetTip, ADSBexchange, or FlightRadar24 to allow for surgical, dare I say lazy, spotting. We just had to show up, maybe listen to ATC, and see what the day would bring. But how has what we might see changed?

Well, I have photographic proof of what aviation looked like at a number of airports over the course of 2010. In retrospect, it was a good travel and spotting year for me. What if, perhaps, I set a mini goal to at the very least look at every photo shot over that one year and highlight particular items of note? I spent a number of hours over the past weekend doing just that. One clear difference? My skill and equipment have come a long way over the past decade! But I digress.


Click through to join me for a stroll down AvGeek memory lane for a year which proved transformational to the AvGeek world.

Delta and Northwest

N3734B, a 737-800 departs Memphis in October, 2010.

N3734B, a 737-800 departs Memphis in October 2010

Delta was still transitioning away from their early 2000s-era ‘Colors in Motion’ livery. Is that name not familiar? This paint attracted a lot of undue criticism and silly nicknames such as Wavy Gravy, Flowing Fabric, and my personal favorite: Deltaflot, due to the tail’s similarity to that of Russian carrier Aeroflot.

N929DL, an MD-88 lands at Dulles in October, 2010.
N940DL, an MD-88 departs St. Louis in September, 2010.

N755NC, DC-9-50 and former NW bird lands in Kansas City, November 2010 wearing updated livery.

N755NC, DC-9-50 and former NW bird lands in Kansas City in November 2010 wearing updated livery

The current-day standard Onward and Upward livery had been announced in 2007 but was slow to roll out. So three years later there still existed a great deal of limited-time-only-liveried Delta birds.

N924XJ, a Northwest CR-9 accompanies some Delta birds in Denver.

N924XJ, a Northwest CRJ-900 accompanies some Delta birds in Denver

The Gem of Georgia was also hard at work integrating Northwest into their operations. Despite the merger closing in late 2008, opportunities to spot Northwest’s various liveries and cool retro planes were still common. I would respectfully submit that the best spotting of 2010 was between the combined Delta and Northwest fleets.

N763NW, a DC-9-41 lines up at St. Louis in September, 2010.

N763NW, a DC-9-41 lines up at St. Louis in September, 2010.

N826AY, a Northwest CR-2 climbs out of Memphis in style one afternoon in October, 2010.

N826AY, a Northwest CR-2 climbs out of Memphis in style one afternoon in October, 2010

American’s Mad Dogs shined with pride

N76200, an MD-83 pauses at the threshold of Kansas City's 19-L for a quick photo in November of 2010.

N76200, an MD-83 pauses at the threshold of Kansas City’s Runway 19L for a quick photo in November of 2010

There’s not much to report on the PlaneSpotting front for American Airlines in 2010. The ubiquitous Super-80s lived up their name: They were super-everywhere and you’d be hard pressed to visit any airport of significance and not see at least a few. Then, just as in 2019, eagle-eyed plane spotters could still find MD-80s carried over from the TWA buyout in 2001. Sadly, the American Airlines (former TWA) overhaul base at Kansas City International pictured above would be fully shuttered in September 2010.

When it was shined up, that bare metal livery could sure put otherwise great liveries to shame. This photo snapped in St. Louis, September 2010.

When it was shined up, that bare metal livery could sure put otherwise great liveries to shame. This photo was snapped in St. Louis, September 2010.

Continental and United

N75433, a shiny, less than two-years old Boeing 737-900ER spotted in Houston, December, 2010.

N75433, a shiny, less-than-two-years-old Boeing 737-900ER spotted in Houston, December 2010.

N14628, a short and stubby Boeing 737-500 spotted in Houston, December 2010.

N14628, a short and stubby Boeing 737-500 spotted in Houston, December 2010

Isn’t it refreshing to see the word Continental on the Continental livery? Folks will recall that 2010 was the year Continental would be absorbed by United. Much to the chagrin of many a Saul Bass tulip fan, United decided to co-opt Continental’s paint scheme. United swiftly rebranded Continental’s planes, in many cases leaving a bright and shiny new name patch on otherwise weathered paint. It wasn’t a great look.

N768UA, a Boeing 777-200 spotted at Dulles in October, 2010. Complete with mismatched cowling!

N768UA, a Boeing 777-200 spotted at Dulles in October 2010. Complete with mismatched cowling!

N781UA, a Boeing 777-200 in "battle ship" livery spotted at Dulles in October, 2010.

N781UA, a Boeing 777-200 in “battleship” livery spotted at Dulles in October 2010

While Continental’s branding was eliminated with shocking speed, United took their sweet time in repainting their own planes. At the time, their fleet sported at least two legacy liveries: The Blue Tulip, and an older predecessor which would affectionately be referred to as the Battleship livery. Both paint schemes, we should note, incorporated different versions of the Saul Bass tulip. Many reasonably speculated that between the hasty and sloppy process by which Continental’s name was simply painted over, and the slow conversion of United’s fleet, a new livery had to be on the horizon. Who would have thought that it would take almost ten years to come up with something, and that this “something” would be nothing more than a color adjustment?

Republic’s Great Gamble

N818MD, an Embraer ERJ-170 seen at Kansas City in November, 2010.

N818MD, an Embraer ERJ-170 seen at Kansas City in November 2010

N170HQ, an Embraer ERJ-190 seen landing at Kansas City International in November, 2010.

N170HQ, an Embraer ERJ-190 seen landing at Kansas City International in November 2010

In 2009, at the hands of ambitious CEO Bryan Bedford, Republic Airways decided they had what it took to transition from regional operator to full-fledged big-time airline (retroactive spoiler alert – they didn’t.) Republic scooped up Frontier and Midwest for $108 and $75 million, respectively. By 2010, the beautiful and iconic Midwest livery adorned Republic-owned (and operated) Embraer E-Jets. Midwest was essentially dead, with the last 717 flight operated by Midwest employees occurring in 2009.

N175HQ, an Embraer ERJ-190 preparing to leave Kansas City International in November, 2010.

N175HQ, an Embraer ERJ-190 preparing to leave Kansas City International in November 2010

2010 would be the year Republic broke their commitment to keep the Midwest and Frontier brands distinct. Midwest would ultimately consolidate into Frontier. The joint airline was eventually sold off for a paltry $36 million in cash plus assumption of $109 million in debt. One great airline, significant combined market-share, hundreds of jobs, and $38 million in wealth would vaporize at the hands of Republic. But at least we got to see the Midwest and Frontier liveries on Embraers, albeit briefly.

Freight airlines had cool stuff in their fleets too

N429FE, an Airbus A310 named Conner, spotted in Memphis, October, 2010.

N429FE, an Airbus A310 named Conner, spotted in Memphis, October 2010

N267FE, a Boeing 727 named Jolene spotted in Memphis, October, 2010.

N267FE, a Boeing 727 named Jolene, spotted in Memphis, October 2010

FedEx still operated the smoky, loud, and sexy Boeing 727s. Additionally, a few Airbus A310s remained in the fleet. Remember those? They were the stubby small younger brother of the A300. While their final A310 was retired at the start of this year, the A300s still run to this day. Spot them while you still can; the 68 or so remaining are due to be fully retired by some point in 2021.

N713AA, a Boeing 727 seen in St. Louis, September, 2010.

N713AA, a Boeing 727 seen in St. Louis, September 2010

Speaking of the 727, let’s not forget Capital Cargo International. Despite a tiny slice of Cappy’s 11-plane fleet being 727s, they sure got around. This carrier eventually merged with ATI and with that, their 727s were allowed to retire.

Many of 2010’s airlines no longer exist

N937SP, a Pilatus PC-12 spotted in Memphis, October, 2010.

N937SP, a Pilatus PC-12 spotted in Memphis, October 2010

Of all the three essential air service (EAS) carriers I sampled in 2010, Seaport was my favorite. They flew Pilatus PC-12s which were unique and comfortable given their small size. Additionally, what AvGeek could pass up MCI-HRO-MEM routing for $155 one-way? Sadly Seaport ceased operations in September 2016.

N240GL, a Beech 1900D in Kansas City, March 2010.

N240GL, a Beech 1900D in Kansas City, March 2010

Flying Great Lakes was not only my first EAS experience, but the first propeller-driven aircraft I was old enough to remember flying. And dang it was fun. They loved their Beech 1900s and Embraer EMB-120s. The Cheyenne, WY-based airline concluded service in March 2018.

N991AT, a Boeing 717 spotted in St Louis, September 2010.

N991AT, a Boeing 717 spotted in St Louis, September 2010

The rebirth of ValuJet was not only alive but thriving, thanks in part due to their (then) shiny new fleet of MD-95, er, Boeing 717s. As we know, AirTran was destined to ultimately pair up with Southwest, but in 2010 they weren’t quite done giving everyone a run for their money.

BONUS: So Long, Citrus! A Look at AirTran’s History and Final Flight Experience

N264AV, an Airbus A320 spotted in St. Louis in September, 2010.

N264AV, an Airbus A320 spotted in St. Louis in September 2010

USA3000 is one of the airlines that got away from me. And by that, I mean I fully intended to try them out but they stopped flying before I could get around to it. While they existed for over a decade, they had trouble growing and just couldn’t make it work. Their two planes went to Viva Columbia.

N202SR, a Saab 340B at Dulles in October, 2010.

N202SR, a Saab 340B at Dulles in October 2010

Aside from a delightfully appealing house livery, perhaps the best thing Colgan will be remembered for is the devastating crash of Continental Flight 3407. There is a silver lining here. The investigation and resulting regulations (passed in 2010) directly led to incredible advancements in aviation safety.

Planes destined to become museum pieces were still flying

N300SW, the first Boeing 737-300 named Spirit of Kittyhawk. It is now a museum piece.

N300SW, the first Boeing 737-300 named Spirit of Kittyhawk seen in Kansas City, November 2010. It is now a museum piece.

BONUS: I proposed to my AvGeek wife under this plane

N300SW was the first 737-300 delivered by Boeing. It went to launch customer Southwest Airlines. This plane and one other were assigned nose decals dubbing them each the Spirit of Kittyhawk. It is now at the Frontiers of Flight Museum near Dallas Love Field. Visitors to the museum can go onboard to learn about Southwest’s history and even see one of Herb Kelleher’s Harley Davidson motorcycles in the back.

N675MC, a McDonnell Douglas DC-9-50. It is now a museum piece.

N675MC, a McDonnell Douglas DC-9-50 seen in Memphis, December 2010. It is now a museum piece.

BONUS: Exploring the Newly Renovated Delta Flight Museum

N675MC is now a part of the Delta Museum collection in Atlanta, Georgia.

Other cool things you might have seen while PlaneSpotting in 2010


Thanks for joining me for a photo tour of PlaneSpotting in 2010. Isn’t it funny how day by day nothing changes, but when you look back everything is different? This list certainly is not comprehensive. However it does represent the items which stuck out to me as being unique or different compared to present-day.

We want to hear from you in the comments! Did I miss any 2010 items you are particularly nostalgic for? What are your favorite aviation memories from 2010? Would you like to see more of the retrospective type posts like this?

The post Aviation History: What PlaneSpotting Yielded Just a Decade Ago appeared first on AirlineReporter.

January 17, 2020 at 05:53AM Source:

Forget Fancy Tech; Delta Can Win Way More Friends By Tackling the Change Fee:

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Dawn Gilbertson over at USA Today did some good work to discover that Delta may be considering shaking up the hated change fee. When she reached out to me for comment, I couldn’t help but get excited at the prospect… but I’m also realistic. Changing a flight is onerous …

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January 16, 2020 at 01:45PM Source:

Strange Math: A Fight for 27, or 29, or 39 New Gates in Denver:

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When Denver International Airport replaced Stapleton in the 1990s, it was designed to grow. Granted, at the time, it was hard to imagine an actual need for that since it was gigantic. But here we are in 2019 with three hometown airlines jockeying for position, and Denver is out of …

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January 13, 2020 at 01:45PM Source:

Cranky on the Web: Airplane Movie Mistakes:

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When movies make airplane fanatics cringeSFGate
This should probably be titled “stuff that 99 percent of people in the world don’t care about,” but I was more than happy to comment for the story about movie mistakes. For all of us that know what’s going on, it does …

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January 11, 2020 at 01:45PM Source: