The face behind the Hawaiian Airlines Pualani “flower of the sky” logo, Leina’ala Ann Teruya Drummond, has passed away after battling cancer. She was 77 years young.
A wife, mother and grandmother, she was an accomplished entertainer and businesswoman. She was Miss Hawaii 1964, and placed in the top ten of the Miss America Pageant in 1965. The Aloha State native was born on Maui, and finished Hawaiian Airlines Flight Attendant training when she was 18 years old.
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She also worked at one point on the company’s sales team, and even did some modeling for the company’s promotional shoots.
Not just a logo
Her profile is the logo on the tail of all Hawaiian Airlines planes. They fly in and out of nearly 30 cities around the world. Over 60 planes make up their current active fleet.
On their website, Hawaiian Airlines says her face / logo is “a promise to our guests that we offer something no other airline can. The warmth, care and generosity that are hallmarks of our Hawaiian culture.”
Employees have said the logo is “not just a picture of a woman with a flower. It’s the way the way Pulani sits on the plane… overlooks and watches over us.” The video above goes into more about their feelings.
Loved by many
“Hawaii lost a talented, poised and gracious woman who touched the hearts of many across the globe,” says the Miss Hawaii organization. “Her iconic smile, elegance and grace will always be remembered.”
The Face of Hawaiian Airlines, Leina'ala Drummond, Has Died 5
Hawaiian Airlines started using her face / profile as their logo in 1973, with a few variations made since.
“She’s really been more than anyone I’ve ever known. Just the embodiment of aloha and always open arms,” said her son Kawika Drummond in comments to Hawaiian News Now. “Always an open heart for everybody.”
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Much more than a beautiful face and an iconic logo, Drummond was also co-owner of Ian’s Restaurant and Deli in Pukalani with her late husband. She was a god-fearing woman who also served previously as a Maui County councilmember and ordained pastor.
The airline has not yet made any public comments about her passing. Her family intends to hold a celebration of life service for her on Maui in October.
It’s not easy to become a pilot. Here is one story of how Jonathan Swift preped for interviewing for United’s AVIATE program.
The following comes from Jonathan Swift, who recently interviewed with United Airlines for their AVIATE program (NOT the Academy).Despite 6-figure salaries, the airline industry cannot hire enough qualified pilots. United expects U.S. carriers will need 10,000 new pilots in 2023, but only expect 6,600 qualified candidates.
It’s no secret that the costs and years of training required to become an airline pilot are the biggest discouragement to many people who would otherwise pursue the career.
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To help with this problem, United launched AVIATE. It’s their own training program to address the shortage, and diversify the workforce. United is the first major U.S. airline to start its own flight school. We hope Jonathan’s advice from his own interview experience helps anyone thinking about applying themselves.
Applying and getting an interview To United’s Aviate Program
I finished flight school over a year ago, and wanted to check out the United Aviate program because it helps you get hired at partner 135s like AmeriFlight, JSX, and others. After you have “X” amount of hours, you can transfer to United without having to interview again, as long as you still meet their criteria. (‘x’ because the requirements differ by follow on program)
Given that I’m a low hour comm multi guy, I figured it would be a good thing to do. The experience can open more doors in the future, expose me to what it’s like to interview with a big company, and help me possibly get hired at a 135 operator a little sooner.
It was a long application online and felt like it took forever. Once I submitted it, I didn’t hear back for over a month. I did have a letter of recommendation from the 67 year old King Air captain I flew with, who was a 30 year United pilot and recently retired.
I finally got an email asking me to do a personality assessment, and then waited another 1.5 – 2 months. Finally got an invite for an interview at their big training center in Denver, with the flights there and back covered by United.
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Preparation for interview
Aviate wanted me to prepare a flight plan, VFR or IFR, and have all performance specs calculated, math done, everything considered. I went overboard, and completed it the night before so I could have the most accurate and up-to-date weather. It was pages of performance calculations, weight and balance, times, maps, NOTAMS, WX, all printed out.
I threw it all in a 3-ring binder and printed a big “United” logo on the cover with my name on top. More detailed than any check ride prep I had done before.
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The first few pages had basic info, weight and balance, that sort of stuff. Then tabbed after was weather, airport info, NOTAMS, alternates, all that. Also added personal minimums and the preflight acronyms you learn in ppl. Just to show I don’t look over anything when planning a flight.
I printed out a screenshot of departure and destination airport weather info. Also grabbed screenshots from ForeFlight that included any weather, temps, pressures, and altitudes that I used in preflight planning. METARs, TAFs, hourly reports, winds a loft, that sort of thing. Any piece of info from these resources that were used in calculating TAS, takeoff and landing distances, fuel burn, I printed and included.
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For the performance charts I used the charts and wrote the lines in ForeFlight. I screenshot them, and printed them out. Takeoff, landing, fuel burn, TAS, all of them. I went to the performance charts section of the POH and did every single relevant one.
I don’t know how most people prepare for interviews or what is expected for most. This is just what I did and they were happy with my finished product.
Arriving for the interview
A United Airlines Boeing 787 Dreamliner | IMAGE: United
When I arrived, United directed me to the cafeteria to wait with other folks who were interviewing. This is where two things hit me: I was a little under dressed with my slacks, button-up and tie. Everyone else had a sport coat. I was also the only guy interviewing for the AVIATE program. Two of the other guys were active duty military pilots. Another guy was an ATLAS 747 FO, and the rest were regional guys.
Intimidating? yes! All I had was a few months experience right seat in various King Airs. But the guys were great to talk with and it eased my tension.
We were taken down a hall where we left our bags, as well as logbooks and notebooks for them to review. The pilot walking us through was nice, had us all introduce ourselves, and then took us to their little museum. It was pretty fun actually. We were offered complimentary coffee, then brought to a room where the pilot opened the floor to questions from us. Very casual, and it definitely relaxed me.
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Interview time
The interviewers consisted of one HR rep and one current pilot for each of us. They pulled us out one-by-one for the HR portion. I had a few good stories for the “tell me about a time” but felt like I crapped the bed on one or two of them. They gave me a short break, before returning for the technical portion.
I had my notebook ready, but he hardly asked me about anything in it. My gut feeling was he already looked through it, because every major point that I was expected to prepare and explain, he passed over. I had every one of those details and more already considered and laid out in the notebook.
So he found some random things to ask me, to gauge how I consider things like where I would land in certain emergencies if you had to choose between these two airports. He asked, “can you fly through this MOA?”, and “what is required to fly through the Bravo [airspace] here? I chose Centennial airport (KAPA) as my origin airport because I knew that this guy living in Denver would be very familiar with it. It’s also my favorite airport to fly out of.
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Personally, I didn’t even have to look at the map to know all the airspace and altitudes there. Plus I had rented a plane out of KAPA for a flight the night before, so the place was fresh in my mind.
He then asked the expected “Why United” and then opened the floor to any questions I had. I asked how he ended up flying for the company, knowing that pilots love to talk about their experiences.
After the interview
After the interview, we shook hands and he walked me out of the offices. He did comment that my logbooks were messy and to be cautious of that in the future. I was aware, and got a better and more carefully written logbook after I finished my last checkride.
After that I walked the halls aimlessly and got lost trying to find the coffee room. In the cafeteria I saw the pilot that had guided us through that morning. I thanked him for the experience, explained it was my first interview, and told him I appreciated him helping me feel comfortable and welcomed.
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I got the email a week later that I was accepted. Overall, a great experience and feel for what it’s like to sit at the table with a huge company and try to sell myself. I grew up working on ranches and at small companies, so I have never had an experience at a large company. Even with the King Airs, I just showed up and had a casual and personal conversation with the boss because it was a small family owned charter company.
I enjoyed it, and hope this gives some insight for others trying to get a start in aviation. Not everyone has friends or family who know the industry to guide them.
All photos courtesy of United Airlines and Jonathan Swift. We wish him the best in his journey to becoming an airline pilot!
With the pandemic firmly in the rearview mirror and massive capital projects underway at many North American airports, air traveler satisfaction is creeping up, according to the J.D. Power 2023 North American Airport Satisfaction Study.
That’s not to say challenges no longer exist. Indeed, the industry continues to face significant problems, such as the ongoing pilot shortage, weather delays and cancellations, route map contractions, and record volumes of travelers. Overall, though, travelers are happier in 2023 than in 2022.
This year’s #1 airports include two incumbents and a newcomer. Indianapolis International Airport (IND) and Tampa International Airport (TPA) land in the #1 spot for the second consecutive year in the medium and large airport categories, respectively. However, in the mega airport category, last year’s winner – Minneapolis/Saint Paul International Airport (MSP) – was dethroned by fellow Delta superhub Detroit Metropolitan Wayne County Airport (DTW).
The Science Behind the Study
Passengers inside Miami International Airport (MIA) | IMAGE: Photo by Daniel Lee on Unsplash
The 2023 J.D. Power North American Airport Satisfaction Study – now in its 18th year – is based on 27,147 completed U.S. or Canadian traveler surveys between August 2022 and July 2023. To qualify for the survey, travelers must have used at least one U.S. or Canadian airport – including connecting airports – during a roundtrip (one-way flights are not eligible for survey).
J.D. Power conducts the survey by measuring the satisfaction at North America’s busiest mega airports (>33M pax/year), large airports (10-32.9M pax/year), and medium airports (4.5-9.9M pax/year).
The study, which measured an average score of 780 (out of a possible 1000) for overall air traveler satisfaction, focuses on the following six factors:
Terminal facilities
Airport arrival and departure
Baggage claim
Security check
Check-in (including baggage check)
Food, beverage, and retail options
What the Study Tells Us About Air Travel in 2023
Inside the new LaGuardia Airport (LGA) | IMAGE: LaGuardia Airport on Facebook
Following a mind-blowing 25-point drop in the number of happy travelers in 2022, this year’s survey saw a more modest three-point increase in satisfaction on a 1,000-point scale.
Michael Taylor, operating director of travel, hospitality, and retail at J.D. Power, says investments at North American airports – particularly related to post-pandemic food, beverage, and retail operations – are making a positive difference. But he acknowledges that there is still much more to do.
“There is still more [airports] could do to improve passenger experience while also improving their own bottom lines,” said Taylor. “Happy passengers spend a lot more money at the airport, so ongoing efforts to spread passenger volumes throughout the day and deliver superior service at all customer touchpoints will be critical.”
Of particular note was New York’s LaGuardia Airport (LGA), which saw an impressive jump to average (788) in the large airport category after spending years near the bottom of the list. We suspect LGA will continue to rise in the rankings when next year’s findings are released. Another airport that has undergone a massive transformation is Kansas City International Airport (MCI), which also ranks average (788) after being near the bottom of the list of large airports for years.
Additionally, the study notes that 60 percent of travelers reported severe or moderate crowding in airport terminals, which is two points higher than last year’s study.
As additional infrastructure projects improve airport experiences across North America, such as the major project underway at Pittsburgh International Airport (PIT), this list will likely vary in the coming years. However, we don’t see an end to overcrowding or the pilot shortage in the short term.
So, without further ado, here is the list of the top five best and worst mega, large, and medium airports in North America and their survey scores (out of a possible 1000 points). 2022 rankings are in parentheses following this year’s score.
Mega Airports (>33 million pax annually)
Delta Air Lines jets at the stands at Detroit Metropolitan Wayne County Airport (DTW) | IMAGE: Detroit Metro Airport (DTW) via Facebook
Top 5
DTW – Detroit Metropolitan Wayne County Airport: 800 (3)
MSP – Minneapolis-Saint Paul International Airport: 796 (1)
LAS – Harry Reid International Airport: 787 (5)
DFW – Dallas/Fort Worth International Airport: 783 (8) MIA – Miami International Airport: 783 (9)
SFO – San Francisco International Airport: 781 (2)
Bottom 5
EWR – Newark Liberty International Airport: 732 (1)
YYZ – Toronto Pearson International Airport: 749 (5)
SEA – Seattle/Tacoma International Airport: 754 (8)
FLL – Fort Lauderdale-Hollywood International Airport: 762 (9) BOS – Boston Logan International Airport: 762 (4)
ORD – Chicago O’Hare International Airport: 763 (2)
Large Airports (10-32.9M pax annually)
Aerial view of Tampa International Airport (TPA) | IMAGE: Tampa International Airport via Facebook
Top 5
TPA – Tampa International Airport: 832 (1)
SNA – John Wayne Airport, Orange County: 829 (2)
SLC – Salt Lake City International Airport: 825 (6)
DAL – Dallas Love Field: 820 (3)
RDU – Raleigh-Durham International Airport: 813 (5)
Bottom 5
PHL – Philadelphia International Airport: 750 (1)
HNL – Honolulu International Airport: 753 (2)
YUL – Montreal-Pierre Elliott Trudeau International Airport: 759 (6)
OAK – Oakland International Airport: 768 (10)
SAN – San Diego International Airport: 772 (14)
Medium Airports (4.5-9.9M pax annually)
Indianapolis International Airport (IND) | IMAGE: Indianapolis International Airport on Facebook
Top 5
IND – Indianapolis International Airport: 843 (1)
RSW – Southwest Florida International Airport: 839 (4)
ONT – Ontario International Airport: 834 (8)
PBI – Palm Beach International Airport: 828 (7)
ABQ – Albuquerque International Sunport: 827 (6)
Bottom 5
OGG – Kahului AIrport: 771 (2)
BUR – Hollywood Burbank Airport: 772 (1)
BDL – Bradley International Airport: 789 (4)
CLE – Cleveland Hopkins International Airport: 794 (3)
America’s newest airline has gotten off to a slow start. Last year we reported about Northern Pacific Airways coming onto the scene. But a lot has happened since then.
For one, they still are not servicing Alaska or the International flights to Asia that the company originally aimed for. Instead they only fly one route currently, from Ontario, CA to Las Vegas, NV.
The company was sued in a trademark dispute over their name too. In a press release, the airline said, “The reason for the renaming is due to pending litigation that the airline was facing for using the name “Northern Pacific”. According to the airline’s press-release, the new name has no impact on the current operations.
Northern Pacific, or now New Pacific, launched its flights officially in July 2023. The airline, which was planning to connect the US with Asia via Alaska, has began operations by flying once a day between Ontario (CA) and Las Vegas (NV). NP is saying that it still has the same ambitions but is starting with these flights to ensure the company is running smoothly before expanding.”
Adding New Routes
Photo: Mike Killian
The airline also announced that they will begin service between their Ontario base and two new cities. They have announced service to both Reno, Nevada, and Nashville, Tennessee. The airline currently has four Boeing 757-200 aircraft in their fleet. They also offer charter service.
The end goal of the airline is to add service between North America and Asia. The startup has been delayed due to the ongoing Russian-Ukraine conflict and COVID. A key component of the service offering required the use of Russian airspace for efficient routing for the somewhat range-limited, single aisle 757s. The slow recovery of leisure and business travel in the asian region due to the lingering effects of the pandemic also delayed their plans.
Next year, NASA hopes to launch the first humans back to the moon in over 50 years. Thousands of people across the country are currently working on various flight hardware, including engineers at the agency’s Michoud Assembly Facility, who are now installing the 4 main engines of the giant SLS rocket that will help send the crew on their voyage.
Installation of the first RS-25 engine follows the joining of all five major structures that make up the 212-ft SLS core stage earlier this year, which will hold the avionics and propellants for the engines.
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Engines rich with space shuttle history
Two of the four engines for Artemis-II previously launched space shuttles, including this first one, E2059. The other two engines to be installed later will be new engines that include some previously flown hardware.
The engines are all updated and modified from their space shuttle days for the performance needed by the giant rocket. They produce more power, and are adapted to the hotter, more violent and extreme operating environment. They all have new controllers (brains), and additional insulation to protect them during the 8 minutes that they’ll be firing on launch, guzzling 1,500 gallons of fuel per second.
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Artemis-1 flew a virtually flawless uncrewed mission to the moon and back last year. They experienced some issues with hydrogen leaks in the first several countdowns, but eventually were able to fix the issue and proceed to flight. It was a dress rehearsal for Artemis-II, testing and validating everything from ground support, countdown, launch and flight and reentry.
The mission ended with a textbook splashdown of the Orion capsule off the coast of California, where the US Navy retrieved it to return to NASA.
The crew
Official crew portrait for Artemis II, from left: NASA Astronauts Christina Koch, Victor Glover, Reid Wiseman, Canadian Space Agency Astronaut Jeremy Hansen (NASA photo)
NASA astronauts Reid Wiseman, Victor Glover, Christina Koch, and CSA (Canadian Space Agency) astronaut Jeremy Hansen are currently training for their moonshot on Artemis-II.
Glover is the mission’s pilot. He paid a visit to Michoud to witness the first engine being installed on the rocket that will send him and his crewmates to the moon.
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The mission
Their mission is scheduled to last 10 days, and will be very much like Apollo 8. The crew will orbit the moon, but not land on it. Artemis-II is critical in that it will pave the way for the first landing on Artemis-III in the coming years.
NASA hopes to have all 4 main engines installed on the Artemis-II rocket within the next several weeks. The giant core stage will then eventually be prepared for shipping to Kennedy Space Center in Florida, where it will be integrated with other flight hardware and the Orion spacecraft.
Note: This post is being updated with the latest information
Two T-6 Texans had a mid-air collision today at the Reno Air Races, bringing a tragic end to the final ever Reno Air Race event that has been held every autumn for nearly 60 years.
Eyewitnesses on scene have informed us that both planes collided at the end of the T-6 Gold Race, after crossing the checkered flag as they climbed to cool down. Both pilots Nick Macy and Chris Rushing were killed, confirmed by race event officials this evening.
Macy piloted Six-Cat and Rushing flew Baron’s Revenge. Families of both pilots have been notified and support services are onsite as they deal with this tragedy.
“RARA is doing everything we can to support the families and friends of the involved pilots,” says the event organizers on their social media. “After conversations with the families and with the race classes, we have made the decision to cancel the remainder of the races.”
“I am completely devastated and heartbroken today,” said Fred Telling, Chairman of the Reno Air Racing Association and President of the T-6 Class. “These two pilots weren’t just an integral part of the National Championship Air Race family, they were a part of my family. My heart goes out to their own families and to all of the spectators and fans who have so enthusiastically supported us this week.”
The official livestream was cut off immediately when the incident occurred. Nobody on the ground was hurt, and no homes or nearby property were impacted.
UPDATE @ 7:30pm CT with information on the aircraft involved. See Facebook post below:
UPDATED: As of 6:30pm ET on Sept 18, 2023, the F-35 debris field has been found, confirmed by Joint Base Charleston to local news media. The crash scene is in Williamsburg County, a couple hours north of the base. Local, county, and state authorities are assisting on scene as the investigation continues, but no additional information has been provided.
Marine Corps acting commandant, Eric Smith, has issued a 2-day stand-down this week for all aviation units inside and outside of the country, to discuss safety measures and procedures.
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ORIGINAL REPORT SEP 18:
A Marine Corps F-35B pilot safely ejected from his stealth fighter jet this afternoon next to Joint Base Charleston, South Carolina. Details are few as of now, but base PA has confirmed the incident.
The pilot ejected with last radar contact a few miles northeast of Lake Moultrie. Local emergency dispatch chatter said the pilot ejected from 2,000 ft, a few miles north of Lake Moultrie. The pilot made it out safely, and then showed up a several miles south in a backyard of a residential neighborhood. The weather was horrible at the time of the accident, but unclear if that played any part.
FOUND! F-35 Debris Located After Pilot Ejects Near Charleston 41FOUND! F-35 Debris Located After Pilot Ejects Near Charleston 42
The pilot was sent to a local hospital to be checked out. His wingman landed in another F-35 back to Joint Base Charleston.
The pilot and jet are based out of Marine Corps Air Station Beaufort, South Carolina. Operating with VMFAT-501 with the 2nd Marine Aircraft Wing.
No smoke has been reported, which would be an obvious sign that a jet went down. There are no reports of property damage either. As of now, the jet has not been located.
Few planes in aviation history can match the lethality and reputation of the F-15 Eagle. Several variants have been produced over the years, and no end is in sight for the bird as a new generation of EX Eagles comes online.
But there’s one Eagle flying which is quite special compared to any other. It’s operated by NASA, and it’s the fastest and oldest F-15 still flying in the world.
NASA 836 is a highly modified F-15B used primarily for testing advanced propulsion concepts. It’s based at the agency’s Armstrong Flight Research Center at Edwards Air Force Base in Southern California.
But the supersonic flying wind tunnel also serves NASA and the greater aerospace industry and taxpayer in other ways. It’s used for crew training, pilot proficiency and safety chase support for other research aircraft. It also conducts a wide range of various flight research experiments. It can carry one of several flight test fixtures mounted underneath it to help conduct those experiments.
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1,000 pounds lighter than any other F-15, but with modern engines
The jet first entered service in 1974 with the USAF. NASA acquired it in 1993 from the Hawaii Air National Guard. NASA then modified it to support their test programs. They made it 1,000 pounds lighter than any other F-15 flying in the world, and installed new modern engines.
The age of the jet, combined with its lighter weight and more powerful Pratt and Whitney F100-PW-220 turbofan engines, makes 836 the oldest and fastest flying F-15 in the world. The engines are equipped with more advanced technology and include digital electronic controls, as well as improved durability and reliability.
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The engines can produce almost 24,000 pounds of thrust each in full afterburner. The crew regularly take the jet past Mach 2, at altitudes of 40,000 to 60,000 feet. Speeds are limited to Mach 2 when a flight test fixture is mounted beneath the fuselage.
Supersonic flight research
Some experiments and research the jet has conducted include investigating the suppression of sonic booms, improving airflow and fuel efficiency of jet engines at a wide variety of speeds, and even flying space shuttle insulating foam at Mach 2 to better understand how insulating foam loss behaves during launch.
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Foam loss punched a hole through space shuttle Columbia’s thermal protection in 2003, which killed the crew when they hit reentry. NASA’s F-15 helped make a safe return to flight for the space shuttle program.
The jet operates with a unique data acquisition system onboard. It includes a research airdata system for the jet itself, a GPS navigation package, a nose boom that contains an airdata probe, a digital data recorder and telemetry antennas. An on-board video system also monitors from the rear seat and transmits high-speed video and photography to researchers on the ground.
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More recently, 836 along with NASA’s other F-15 have been conducting Shock-Sensing Probe (SSP) research flights. NASA mounted a data probe on the nose of 836, to test its ability to measure the shock waves of another aircraft flying at supersonic speeds. The jet will fly with NASA’s X-59 soon, using the SSP to measure its unique shock waves in flight, helping validate the X-plane’s ability to reduce loud sonic booms to quiet sonic “thumps.”
NASA’s F-15s are an invaluable asset to America’s aerospace industry. The research trickles down to helping make flight safer and more efficient for everyone.
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When I visited the crew last year at Edwards, they made sure to point out that their 836 could leave any other F-15 in their dust. If I had something that fast I’d brag about it too. Sure wish they had offered me a ride.
The NTSB has released their final report on a fatal 2021 crash of a 1966 Cessna 182H in St Louis, Michigan. They found that the likely cause was due to the pilot was posting to social media 35 seconds before the deadly accident occurred.
It’s a sad story that was completely preventable. Unfortunately we occasionally see pilots post on social media at inopportune times. For 23 year old Slade Martin it cost him his life.
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NTSB findings
Martin was the only soul onboard, and was posting to Snapchat during a low-level pipeline patrol just before he hit a radio tower guy wire. The plane’s left wing was sheared off, sending the Cessna into the ground 0.3 miles away. It then burst into flames.
“Based on the known information, it is likely the pilot was distracted while he used his mobile device in the minutes before the accident and did not maintain an adequate visual lookout to ensure a safe flight path to avoid the radio tower and its guy wires,” says the NTSB. “Contributing to the accident was the pilot’s unnecessary use of his mobile device during the flight, which diminished his attention/monitoring of the airplane’s flight path.”
Investigators used radar, GPS data and screenshots from a friend of Martin, showing the Snapchat post. Snapchat posts only stay visible for 24 hours. So investigators could not verify until a friend provided screenshots.
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Final minutes before tragedy
No evidence of a mechanical issue or failure was ever found. Below are the NTSB’s findings about Martin’s last minutes before the tragic accident occurred:
“About 15 seconds before the accident, the airplane was about 0.65 miles southeast of the tower in a shallow right turn when it entered a climb from 475 ft agl. At the final radar return, about 600 ft east-southeast of the tower, the airplane’s altitude, calibrated airspeed, and climb rate were about 1,370 ft msl, 104 knots, and 1,575 ft per minute, respectively. The airplane’s final altitude was 370 ft below the top of the radio tower and its ground track was toward the guy wires located on the northeast side of the radio tower. Based on the airplane’s ground track and rapidly increasing climb rate, the pilot was likely trying to avoid the tower guy wires during the final moments of the flight.”
A New Zealand couple is demanding a refund after flying 13 hours next to a flatulent bulldog on Singapore Airlines.
According to the New Zealand news outlet Stuff, the man and woman were flying from Paris home to New Zealand. But they got more than they bargained for, as the small dog next to them started drooling and ripping off a symphony of farts they will never forget.
Gill and Warren Press were already unhappy that they weren’t warned they’d be sat next to the service dog. They paid extra for premium economy, but cooperated and sat down for the long flight half-way around the world.
It started with snorting
“I thought it was my husband’s phone, but we looked down and realized it was the dog breathing,” said the wife, Gill Press.
The owner and dog had the window, with the dog on the floor, drooling all over Gill’s husband’s leg. They asked for new seats, but premium-economy was full. When offered economy, they refused.
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Then the farts started.
Eventually, they just couldn’t take it anymore. The couple finally decided to move to the empty economy seats offered by the flight attendants.
“We didn’t get the experience we paid for”
An incident report was filed. After a couple weeks the airline offered the couple $74 vouchers for their website. The couple refused, at which time the airline offered $200 vouchers for each of them.
Gill says they paid $3000 for their tickets. The vouchers didn’t reflect the difference in value between the premium economy seats they bought, and the economy seats they were relocated to. They want the full amount difference for the time they were in economy.
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“We didn’t receive the experience we paid for,” she said.
Singapore Airlines has repeatedly apologized about the incident. Whether or not the Press’s will get what they want, who knows. But we expect any future flights they won’t be sitting next to a service dog.
Not an isolated incident
Such incidents occur more than most people realize. A dog defecated on its owner on an American Airlines flight in late 2017, before leaping onto a passenger’s lap. Loud and aggressive dogs have bitten passengers, with other incidents reported many times since by passengers and crews.
American surveyed 18,000 passengers during one weekend in May 2018. They found nearly 58 percent said only trained service dogs should be allowed in the cabin. They also surveyed 7,347 employees, with 65 percent saying they have experienced disruptions involving comfort animals. Nearly 25 percent said aggressive and threatening behavior was most common, while 11 percent reported animals peeing and pooping in the cabin.
NASA astronaut Frank Rubio has just set a new U.S. spaceflight record, eclipsing the previous record of 355 consecutive days set by astronaut Mark Vande Hei aboard the International Space Station (ISS). And he’s not done yet.
Rubio is a member of Expedition 68, launched on Sep 21, 2022 aboard a Russian Soyuz. It’s his first mission to space too, but it was not supposed to last this long.
The Soyuz MS-22 rocket is launched to the International Space Station with Expedition 68 astronaut Frank Rubio of NASA, and cosmonauts Sergey Prokopyev and Dmitri Petelin of Roscosmos onboard, Wednesday, Sept. 21, 2022, from the Baikonur Cosmodrome in Kazakhstan. Photo: NASA
Extended mission
Rubio was only supposed to be on the ISS for 6 months, which is standard. But half-way through the mission, their docked Russian space capsule sprung a coolant leak when it was hit by space debris. But it was bad enough that Russia deemed it unsafe for anyone to fly back to Earth in.
Russia launched a replacement capsule to the ISS for them, and sent the leaking capsule back to Earth empty.
NASA’s Frank Rubio Breaks U.S. Record for Longest Spaceflight 66
“Rubio’s journey in space embodies the essence of exploration,” said NASA administrator Bill Nelson in a statement via social media. “As he breaks records as the longest serving NASA US astronaut in space, he also paves the way for future generations of astronauts. Your dedication is truly out of this world, Frank!”
Russia holds the world’s longest spaceflight records
Russian cosmonauts have everyone beat in records for longest space missions. Valeri Polyakov logged 437 continuous days in space in the mid-90s on the MIR space station.
NASA’s Frank Rubio Breaks U.S. Record for Longest Spaceflight 67
As for TOTAL time in space over a career on multiple missions? Cosmonauts own that too. Gennadi Padalka has logged 879 days on 5 spaceflights. As for the U.S., former NASA astronaut Peggy Whitson holds the American record, with 675 days.
Rubio will become first American to spend full year in space
Rubio is set to break another American spaceflight record soon too, when he returns to Earth on Sept. 27. When he does, he will have been in space for 371 days. That’s longer than any American has ever been in space on a single flight.
NASA’s Frank Rubio Breaks U.S. Record for Longest Spaceflight 68
“I think this [duration] is really significant, in the sense that it teaches us that the human body can endure, it can adapt and — as we prepare to push back to the moon and then from there, onward onthopefully Mars and further on into the solar system,” said Rubio in an interview with Good Morning America. “I think it’s really important that we learn just how the human body learns to adapt, and how we can optimize that process so that we can improve our performance as we explore further and further out from Earth.”
A petition filed with the FAA last month is requesting an update to credit military MQ-9 Reaper pilot hours towards FAA Commercial and Restricted Airline Transport Pilot certificates. This limited change would reduce the total hours required for some military pilots to obtain a restricted or full Airline Transport Pilot (ATP) licences. Supporters also want other Group 5 UAVs (full flight controls, integrated into US and international airspace) included.
Flying a Group 5 UAV is similiar to piloting an conventional aircraft with a full set of controls, instruments, and radios. One of the only differences between a UAV and crewed aircraft is that the UAV pilot’s life is not in danger, nor are they flying people. Pilots still conduct systems checks, fuel planning, airspace planning, weather planning, communication and most other tasks typically associated with professional flight. They also fly the aircraft in a bay not unlike a simulator. They adhere to all FAA and ICAO flight rules and communicate with the appropriate ATC agencies in the airspace where they fly. The aircraft they pilot is also much more complex than a traditional drone, small UAV or even a single engine Cessna. So the question is, why is the experience considered invalid for professional licenses like an ATP?
Petition details
The petition (Docket (FAA-2023-1847) was filed by a USAF drone pilot named Tyler Jackson. And he makes some interesting observations. Some screenshots below:
Petition Asks FAA to Credit MQ-9 Pilot Hours Towards Certifications 73
Jackson notes that MQ-9 pilots execute the same duties as their crewed aircraft counterparts. They operate and control the Reaper with traditional aircraft controls, and have all the equipment available and displayed to them for day/night VFR and IFR. They perform, supervise, or direct navigation, surveillance, reconnaissance, and weapons employment operations and have mastered all aspects of advanced aviation. The USAF would not give them Reapers to fly otherwise.
He also notes that MQ-9 pilots have the same responsibilities as their crewed military counterparts. They are graded against many of the same general evaluation criteria, and undergo evaluation on an annual basis in the instrument, qualification, mission, and emergency procedure areas for their aircraft while being held to the same rigorous evaluation criteria. You can read more about that in the petition hyperlinked above.
Petition Asks FAA to Credit MQ-9 Pilot Hours Towards Certifications 74
Reaper pilots are well versed in theory of flight, air navigation, meteorology, flying directives, aircraft operating procedures, and mission tactics.
The petition also offers exceptions (see below).
Petition Asks FAA to Credit MQ-9 Pilot Hours Towards Certifications 75
MQ-9 pilots would help with the pilot shortage
“The exorbitant cost of obtaining flight certificates, whether at the Commercial or ATP levels persists, creating obstacles for potential manned pilot vacancies,” says Jackson in the petition. He adds, “Due to the unconventional nature of flying remotely piloted group 5 aircraft and heavy reliance on simulator-based training during undergraduate flight training for MQ-9 pilots, crediting MQ-9 flying hours towards FAA flight certificates may allow for greater flexibility and experimentation in the aviation industry.”
According to a 2014 Government Accountability Office report, the cost to train a crewed aircraft pilot costs over 8.5 times more than a UAV pilot. There is no lack of interest to pursue aviation careers, but the costs are the major roadblock for many who would otherwise pursue.
Petition Asks FAA to Credit MQ-9 Pilot Hours Towards Certifications 76
Jackson believes the proposed action could encourage adoption of alternative training methodologies, technologies, and approaches to civilian pilot education. Doing so could lower the costs for aspiring pilots by making training and education more affordable.
“The talent pool from the MQ-9 community is vast and could help pilots combine their full breadth of diverse experience and technologically advanced training to be great applicants for future FAA pilot shortages-especially when these applicants may only need 1/3 of their MQ-9 hours to fill the gap in hours to qualify for their restricted ATP,” says a former USAF pilot on the petition. “It has been a shame for many years to not allow these qualified candidates to have any credit for their diversity of well-rounded experience.”
