A stowaway duped Chicago O’Hare ‘s International Airport security last week and was on a flight to London before the crew realized she did not have a boarding pass. Marilyn Hartman is known as the Bay Area’s Serial Stowaway because she has a history of attempting to board planes without a ticket. This time, she was halfway to London before she was discovered.
According to Chicago Police spokesman Anthony Guglielmi, 66-year old Hartman got through a federal Transportation Security Administration checkpoint at a domestic terminal. She then took a shuttle to the international terminal and within 24 hours, was on her way to London after boarding a British Airways flight.
This scenario will probably make most of us chuckle but the stories about her are simultaneously sad and compelling. She probably needs professional mental help but has refused to go to a treatment facility. So, she keeps doing the same thing and gets arrested repeatedly.
Photo Nicola (CC BY 2.0)
She has a long rap sheet
In 2015, Hartman tried to board a plane headed to Hawaii because she thought she had cancer and wanted to spend the remainder of her life there. She told Bay Area police, “All I wanted to do was go to Hawaii …. wanted to go to a warm place and die.” Later however, she revealed that she does not in fact have cancer and does not particularly like Hawaii, telling another cop when she was arrested for sneaking on a flight out of Hawaii that “she really wanted to get off the island.”
The only conclusion is that the infamous Serial Stowaway doesn’t really know where she is going or why. It appears as if she is a product of our society’s inability to deal with the mentally ill …. and yet, her antics are rather fascinating.
Chicago Police are charging Hartman with felony theft and criminal trespassing. She was flown back to Chicago Thursday and taken into police custody. Last year in Chicago, she was placed on two years of mental health probation and put on six months of house arrest.
Back in 2002, Boeing faced the daunting decision to close the Boeing 757 line down. At the time, the United States was feeling the full effects of the air traffic downturn after the September 11th attacks. Airlines weren’t buying new aircraft and smaller airlines like Midway Airlines, Vanguard, and National were failing.
Major airlines were retiring whole fleets of aircraft, furloughing employees, and cutting unprofitable routes. Against this backdrop, Boeing made the decision to end production of the Boeing 757. In the future, the 757 may be used as inspiration for a new generation of Boeing aircraft, the 797.
Boeing bet on the 737 instead
First introduced in 1981, the jet was over 30 years by the time Boeing made its decision. Development of the 737-700NG and -800NG made the 737 a much more efficient fleet. Airlines that used to need a 757 for transcontinental flight could now utilize a ‘baby Boeing’ for the job.
The only major upgrade was a stretch -300 version of the jet. Besides the stretch, the jet remained largely the same, mainly because the original design was so powerful and efficient that it was not the company’s largest priority.
Now 15 years later, many Boeing 757s continue to soldier on. They fill a gap in the fleet of most major airlines that other jets, even the 737-MAX and Airbus A320NEO series, can’t fill. The 757 continue to fly long, thin routes both domestically and internationally.
They fly from high, hot fields like Mexico City and Eagle County, Colorado. And they fly secondary international routes like JFK to Manchester, England. Airlines are beginning to ask the question, what’s next? Boeing has already said that they will not restart the 757 line. But they are actively exploring a ‘797’ jet that will fill the gap between the 737-10MAX and the 787-8.
But what if Boeing decided to improve the 757?
The 757 was a robust platform, and it still is. While Boeing has definitively said they won’t be upgrading the 757, we know that Boeing’s forthcoming clean-sheet 797 will most likely have many of these features incorporated into their next-gen midsize jet.
At Avgeekery, we’re avgeeks. And we love to ask the question, ‘what if’ Boeing decided to upgrade the iconic jet. Here’s our top 5 list of ways we would’ve upgraded the jet.
1.) New, more efficient engines
737 MAX LEAP-1B Engine Build Up Renton Factory; Renton Factory; 737 Max
The Rolls Royce and Pratt & Whitney engines were pretty efficient for an ’80s jet. But 40 years later the engines are no longer state of the art. A scaled up LEAP engine in the 40,000lb thrust range would offer MAX/NEO-like fuel consumption on the larger 757 sized body.
2.) A new, lighter wing
The 757 wing is overbuilt and heavy by today’s standards. By Sunnya343 (Own work) [CC BY-SA 4.0 (https://creativecommons.org/licenses/by-sa/4.0)], via Wikimedia Commons
One of the limitations of the 757 is its wing. The original 757 was built to replace the 727, then the champ of operations in challenging environments. By design, the 757 was built to offer superior performance during high, hot conditions and from short runways. The bi-product of this engineering decision is that the wing area is huge.
The large wing forces a heavier wing box, heavier structure, and larger stabilizer. Advances in wing design mean that a new composite wing could be lighter, thinner, slightly more swept (enabling slightly faster cruising speeds) and still able to lift similar loads.
3.) Modern Cockpit
By John Taggart from Sunbury on Thames, Middlesex (lhr20101106009) [CC BY-SA 2.0 The 757 cockpit is still effective, but its definitely dated.(https://creativecommons.org/licenses/by-sa/2.0)], via Wikimedia Commons
The Boeing 757 was one of the first ‘glass’ cockpit airliners. Back in the day, the CRT screens were cutting edge. But 40 years later, the flight deck looks remarkably dated. If Boeing were to upgrade the 757, they would have to decide to either adopt a 787-like cockpit or upgrade the 757 cockpit similar to the way they upgraded the MAX jet.
Most likely, Boeing would’ve chosen to upgrade the 757 cockpit with wide-screen LED panels and a simplified overhead panel. This would’ve allowed Boeing to keep a common type rating with earlier versions of the jet.
4.) Simplified maintenance
Even though airlines still fly the 757, they often complain that the 757 fleet is more maintenance intensive than its more modern counterparts. Much of the costs are tied to the engine maintenance. However, the landing gear and hydraulics could use an upgrade. Additionally, the jet is not a full fly-by-wire aircraft. It wouldn’t have been outside of the realm of possibility for Boeing to convert some of the secondary flight controls to FBW like they did with the spoiler system on the 737-MAX.
5.) Updated and upgraded cabin
To use an ’80s term, the 757 cabin is painfully ‘tubular’. The cabin is so long that it feels like you are flying in an endless tube. I remember flying in the back of a 757-300 and thinking that I was actually seeing the front of the fuselage twist differently than my section during turbulence.
There have been many improvements since the ’80s. The first would be to add a 737-MAX cabin. Then Boeing would have to find ways to break up the visuals of the cabin, so it didn’t seem so long.
Ok, wishful thinking complete.
While Boeing will never ‘upgrade’ the 757, they will mostly likely incorporate many of the 787 features into its clean-sheet middle of the market jet. We can expect a standard 797 cockpit along with next-gen engines, modern cabin, fly-by-wire flight controls, and small wide-body configuration.
We can also expect Boeing to heavily utilize carbon composites with their new mid-size jet. We should know more concrete details about this new jet by the end of the year.
We know airlines want a longer-range, midsize jet that can efficiently fly around 200 people on long-transcontinental and secondary international markets. Any 797 needs to be capable of 757-like performance too. Boeing still has time to figure out the best solution. The 797 isn’t expected to enter service until sometime in the middle of the next decade.
The Pegasus Airlines Boeing 737-800, which skidded off the the left-hand side of the runway on January 13th 2017 at Trabzon Airport on Saturday night and came to a stop on a hill, has been removed from its resting place this week.
In the Youtube video, you can see how workers lift the plane. It took two cranes to lift the 41-ton aircraft from the slope, mere feet from the Black Sea. The airport was closed for a day during the recovery operation.
Two cranes lifting the Boeing 737 from the slope, five days after the incident. Video by ALATURKA TV
According to a Pegasus Airlines statement, Flight PC8622 had landed on Trabzon from Ankara with 162 passengers and six crew members when it could not brake in time for, at that time, unknown reasons. The plane ended up next to the runway on a slope. At the time of the accident, it rained heavily at the airport. All passengers and crew were evacuated safely. Although the Governor of Trabzon reported there were no injuries, local emergency services reported several passengers suffered minor injuries and were brought to the hospital.
The big question is how the plane could suddenly change course after it had already landed.
Although the Turkish aviation authority SHGM is investigating the cause of the accident, an investigation was opened by Trabzon’s Prosecution Office into the accident on January 15th 2018. The pilots were tested for intoxication (no findings made) and were interviewed. The captain reported the flight was normal until after touchdown. The first officer was flying the B737 and he landed the aircraft. The runway was extremely wet because of the heavy rainfall. The aircraft did not slow down during roll out. The captain immediately took control of the aircraft and applied brakes. At this time the aircraft turned left, the right engine suddenly accelerated when the aircraft was already off the left edge of the runway. The the captain lost control and went over the cliff. The 737 dropped and the right engine separated and fell into the sea. When the aircraft came to a stop, the crew alerted the tower. The emergency services responded arriving in a short time, probably realizing that this could have ended much worse if the aircraft didn’t come to a stop…
Honor Flight provides all-expense paid trips to see their memorial in DC
It’s easy to be patriotic on Memorial Day and the Fourth of July. But many of us have lost sight of how hard-won the freedom we enjoy every day really is. Perhaps it is time we all step back a moment and think about this.
The veterans who fought in World War II were often just farm boys who were drafted into service when they were teenagers and yet, despite their lack of life experience, they were asked to fight some of the bloodiest battles in human history at places like Manus, Iwo Jima and against ruthless dictator Adolph Hitler. These soldiers were sent out to the Atlantic or Pacific to go serve their country in a world that seemed to have gone mad and then were sent home, often to never talk about it again.
Honor Flight Gives Vets The Ultimate Thanks
Honor Flight is an organization that provides veterans with a free trip to Washington DC to see the National World War II Memorial that was constructed for them in 2005. It’s Chairman and Wisconsin native, Joe Dean, wants to provide the recognition these people deserve, “We talk about these men and women as dignity personified because that’s what my father was and that’s what so many of these men and women were,” Dean says. “They did remarkable things for our country when we needed them yet we never talk about it.”
After Mr. Dean’s father was diagnosed with Alzheimer’s, he decided to work with veterans to recall memories from the war and put them on film. When he was 18 years old, Mr. Dean’s father was stationed at Manus Island. Many of the casualties from WWII happened there, with young soldiers having to stitch each other up following life-threatening injuries.
When he started digging, Dean discovered a WWII veteran in his backyard named Joe, who took part in the largest battle ever fought by the U.S. Army, the Battle of the Bulge which was fought on the Western Front in Europe. Joe wound up in a Nazi prison camp and was later rescued but when he was found, he only weighed 70 pounds. He is one of the veterans that tells his story in this revealing video:
Also in the video, veteran Harvey Kurz describes the experience of everyone gathering around the radio as they heard the news that Pearl Harbor was bombed. He was in high school at the time and was unaware of the coming repercussions on his own life. Pearl Harbor was the catalyst that drew the U.S. into WWII.
Shortly after that fateful day, Harvey was drafted and wound up at Iwo Jima which saw one of the most important battles of WWII. Winning at Imo Jima was vitally important because the United States needed an air base close to Japan. Young and wide-eyed, Harvey closely bonded with his shipmates but unfortunately many of them were lost in the bloody battle. Harvey still wakes up in the middle of the night in a panic because of the horrific memories.
My own grandfather served in WWII
…. Which brings me to my own recollection. We probably all have someone we love or someone we know in the community who has served our country and deserves recognition. My own grandfather served in WWII and although he is gone now, I remember stories he told of being a bombardier. Cadets that were selected for bombardier training were entrusted with military secrets and had to take an oath to guard them with their life.
Once Papa had completed pre-flight bombardier training, he was put through a rigorous training program. Not everybody made it. Precise records were kept of their hits and misses and about 12% of the student bombardiers were eliminated.
As a bombardier, Papa released bombs from the back of the fighter jet. In his role as a gunner, he fired machine guns at enemy planes. Because of his role, the plane he was in was one of the main enemy targets so he was constantly shot at as the enemy tried to take his plane down.
While Papa miraculously made it through the war without serious injury, similar to the veteran mentioned previously, Harvey, he would often be jolted awake from deep sleep with nightmares about his experiences. He never dwelled on his problems though and said the hardships he went through were worth it to protect his beloved country. Papa died before he made it to the WWII Veterans memorial but, at least in our family and perhaps even more so through this article and the Honor Flight program, he and others like him will know they’re appreciated.
They truly were the greatest generation…
They won the war. They defeated Hitler and the world was left safe for democracy because of them — but that’s not the way a lot of them experienced it. They came home after the war and many of them just didn’t talk about it. No fanfare. No parade. Just nightmares. Lots of them.
That’s why the Honor Flight program is important. The National World War II memorial is a concrete example of the gratitude the entire country feels for our WWII veterans. Sadly, for many of these brave men, the trip to see the memorial is a race against time because they are in their late 80s and 90s.
The National World War II memorial in Washington DC
So many lives were lost and a high price was paid but as these men look around them in the world today, it is important that they recognize that the free society they see now is a direct result of their sacrifices. So, let’s give what we can in money, word and deed to these fascinating and honorable gentlemen. Let’s all do our part to make sure their stories are not forgotten.
More information and links:
To make a tax deductible donation to the Honor Flight program, you can mail a check or money order to Honor Flight, Inc. Attn: Diane Gresse 175 South Tuttle Road Springfield, OH 45505 or visit this link:
The 62d Fighter Squadron proudly graduated its first ever F-35 B-Course this past Saturday 13 January 2018. Class 17-BBL was the second ever F-35 B-Course and the first all lieutenant class, making them the Air Force’s youngest F-35 wingmen.
The 62d FS has played important role throughout history developing and training fighter pilots dating back to WWII. Within two years of its constitution on 20 November 1940, the 62d Pursuit Squadron had shot down 357 enemy aircraft and produced 8 fighter Aces. After WWII the Spikes returned to the states and flew 13 different aircraft in a number of conflicts.
Fast forward, in 2015 the Spikes received their first F-35 Lightning II at a price tag just over 90 Million dollars in the pursuit of training a new era of 5th generation fighter pilots.
Since that day, the Spikes have been making history and consistently setting records for F-35 operations. Across the F-35 community, the 62nd has set records for sorties in one day (28), one week (112), and one month (371). At Luke, the 62nd was also the first F-35 squadron to drop GBU-31 JDAMs, employ flares, and utilize a 3-go turn schedule to maximize Pilot Formal Training.
A unit made up of more than just USAF Airmen
One critical component to the success that the squadron has enjoyed during its initial foray into 5th-generation pilot training has been the tri-national structure of the squadron itself. The 62nd is comprised of three Nations, the United States of America, Norway and Italy, to provide world class flying instruction from a variety of different backgrounds and knowledge bases. The mixed knowledge and different takes on airmanship provided by the instructors is critical to the success of the mission here at the 62nd, ensuring that the Spikes will be able to continue setting records and executing at the highest level for years to come.
In May 2017, the 62nd welcomed its first ever initial qualification class, or B-Course. Over these past 9 months the perseverance and hard work of its instructor pilots and support personnel, along with the support from family, friends, and loved resulted in the first ever Spike Lightning Driver B-Course.
“Contrary to what you may read or see on the internet, news, or social media accounts, the F-35 has taken our class by surprise in a good way,” said new graduate Buck “Reno” Horn. “ Being in on a program this new has allowed us to discover new capabilities on each sortie right alongside our instructors and partner nations. We find every day that the jet is good at what it does, far better than most expected. The situational awareness alone, gives F-35 pilots a huge leg up against its competition, especially when they don’t even know you’re there.”
These 6 LT’s will go onto follow on training and eventually find themselves at Hill AFB to join the two newest F-35 fully combat capable squadrons.
Buzz this week has been all about Airbus hinting that it would be forced to scrap the A380 superjumbo program without new orders. The current industry trend is away from the superjumbos and toward smaller, fuel efficient aircraft. Monday, Airbus executive John Leahy said the A380 was on a slippery slope, stating, “Quite honestly, if we can’t work out a deal with Emirates there is no choice but to shut down the program.”
There had been no new orders for the A380 in over two years. Airbus’ biggest customer for the two-decker superjumbo jet, Emirates Airlines, had not made a solid commitment to add to their fleet, leading to speculation that the A380 was going to die a slow, painful death.
Initially the expectation was that the deal would be signed at the Dubai Airshow. Instead, Emirates made an agreement with Boeing to buy 40 Dreamliners for more than $15 billion to the public dismay of Mr. Leahy. Mr. Leahy is known to be a tough negotiator and was counting on the deal with Emirates to give him a press-worthy send-off into retirement. As of this morning, however, it looks like Mr. Leahy will be sent off into the sunset as a hero after all.
An Emirates Airbus A380 Jumbo Jet. Photo Tanweer Morshed (CC BY-SA 4.0)
Emirates ensures production will continue
Emirates will purchase 36 A380s in a deal worth $16 billion. Airline spokespersons say 20 firm orders have been placed and deliveries are set to commence in 2020. Emirates Airlines also took options for an additional 16 double-decker aircraft, adding to the already 101 A380s already in its fleet.
“Our customers love it, and we’ve been able to deploy it on different missions across our network, giving us flexibility in terms of range and passenger mix,” said the airline’s Chairman and CEO Sheikh Ahmed bin Saeed Al-Maktoum. He added, “We’ve made no secret of the fact that the A380 has been a success for Emirates.”
Today’s announcement of the Emirates order ensures that the A380 program will continue for the next decade or longer. Leahy had stated that Emirates was regarded as the only airline capable of placing an order large enough to keep the program going, “This new order underscores Airbus’ commitment to produce the A380 at least for another ten years. I’m personally convinced more orders will follow Emirates’ example and that this great aircraft will be built well into the 2030s.”
Chief Operating Officer Customers, Airbus Commercial Aircraft John Leahy joined His Highness Sheikh Ahmed bin Saeed Al Maktoum, Chairman and Chief Executive, Emirates Airline Group to sign a memorandum of understanding this morning.
Puts many questions to bed, at least for now
In 2007, Airbus’ decision to manufacture the A380 was deemed questionable. The economics seemed iffy with airlines having to operate the huge superjumbo at full capacity every flight to make a profit. Boeing’s Dreamliner was marketed as being more efficient and versatile, suitable for both medium and long-range flights.
But Airbus executives like Leahy continue to argue that the A380 is most suitable for congested airports and mass-market travel. Airbus says it needs to make at least six A380s per year to keep the program going. Airbus is hoping China will lead the next wave of orders once demand for the long-haul superjumbos picks up. Investors welcomed news of the order and Airbus shares have climbed more than two per cent higher on the Paris Bourse.
Avgeeks venerate the PC-24 for its state-of-the-art avionics technology. The PC-24 received EASA and FAA-type certification December 7 and is expected to enter service in late January or early February. So why does this plane have pilots squealing like school girls at a One Direction concert? Read on ….
Photo Stephan Widmer (CC BY-SA 2.0)
Off the Charts: More Runways, More Possibilities
Reach all your destinations easily. The Swiss-made PC-24 can operate from airstrips that other jets can only fly over. The PC-24 is simply too awesome to fit into any of the existing business jet categories. It is the only aircraft that combines the cabin size of a medium-light jet and the versatility of a turboprop. In fact, a new category was created specifically for the PC-24, called the Super Versatile Jet or SVJ category.
This dream machine has unparalleled short-field performance and only needs 2,810 feet (856 m) of runway. To put this in perspective, consider that there are 10,650 airports around the world that can be accessed with an aircraft capable of operating with a length of 3,130 feet (954 m). Another additional 1,050 airports become available when your aircraft needs only 2,810 feet of paved tarmac. Add to this the fact that the PC-24 SVJ also gives pilots access to over 20,000 unpaved runways in the world that are at least 2,810 in length, thanks to its ability to take off and land on grass or gravel. Doing some quick math, this means you gain access to 100% more global airports, including smaller ones. Go where no business jet has ever gone before! Fly closer to your final destination and reduce ground transfer time and administrative hassles with the PC-24.
Streamlined Cockpit, Situational Awareness and Efficiency
The Pilatus ACE cockpit environment is designed to improve safety by giving the pilot constant situational awareness. The SmartView Synthetic Vision System (SVS) synthesizes flight information from multiple sensors and presents it in an easy-to-read picture on the primary display. The Integrated Navigation System from Honeywell simultaneously displays traffic, terrain, flight path, airspace, airways, airports and navigation tools to improve flight management. INAV includes an intuitve graphical user interface that makes changes to your flight plans a breeze.
The Advanced Cockpit Environment (ACE™) is both high tech and yet simple in design. It is one of the most intutive systems ever seen in aviation. Four large 12-inch screens are user-friendly and easy to read. The Inertial Reference System gives lends pinpoint accuracy of navigation and altitude data.
The futuristic Traffic Collision Avoidance System II paves the way for other ADS-B used in applications that allow traffic avoidance and space optimization. Precision approaches and lateral and vertical accuracy enable pilots to make near-Instrument Landing system category 1 precision approaches thanks to the Wide Area Augmentation System-Localizer Performance with Vertical Guidance (WAAS-LPV). Check out video here:
The PC-24 is made for 45,000 feet with two pilots. All Pilatus aircraft are also certified for single-pilot operation. The environment is designed to reduce workload and improve safety, making it the ideal combination for single-pilot operation. From the comfort of his or her seat, the pilot finds an environment that has been designed specifically to reduce workload and improve safety.
The PC-24 twin jet is powered by the Williams FJ44-4A engine and has a unique feature called Quiet Power Mode which allows it to power electronic systems economically, without the need for ground power or an on-board auxillary unit. The PC-24 is made lighter and more fuel efficient by including the auxillary power unit in one of engines. Quiet Power Mode also makes the PC-24 is whisper-quiet.
Formal Ceremony Coming in February
Serial number 101, the very first production PC-24, was registered in Switzerland November 12. A fractional aircraft provider in Portsmouth, New Hampshire, PlaneSense, is taking the first delivery and will celebrate with a formal ceremony in early February. Pilatus has taken its first block of 84 orders for the PC-24 which includes six for the PlaneSense fractional program.
The history of the Concorde began in 1962 when the British and French governments agreed to develop an SST (supersonic transport aircraft). The conceptualization and manufacturing of the plane was done through a joint effort between Aerospatiale and British Aerospace. The Concorde took its first flight in 1969 and only 20 Concordes were ever made.
The consensus among Avgeeks is clear: the Concorde is considered to be one of the most beautiful airliners ever. It was built for an average cruising speed of Mach 2.02 (1,330 mph), more than double the speed of conventional aircraft. Its swept back delta wing, needle-like fuselage, vertical tail and moveable nose provided exceptional performance.
Photo Steve Fitzgerald www.airliners.net/photo/British-Aircraft-Corporation/Aerospatiale-BAC-Concorde/1804269/L/
But, oh that nose!
But what about that crooked nose? Why did the Concorde’s nose tilt down on approaches? It looked rather odd. When the Concorde was being photographed (which was often) or was sitting at the gate, the nose was always intentionally put in the more attractive “up” position.
Aesthetics aside, there are a couple of logical reasons for the nose tilt. The main reason is that it was impossible for the flight crew to see the runway in the nose-up position. The Concorde had a high angle of attack because its delta wing produced lift at low speeds. The nose was put in the lowest position when the aircraft was coming in for a landing to reduce drag and achieve the best aerodynamic efficiency.
A moving visor retracted into the nose before it was lowered. The visor was constructed of special glass that was heat resistant and used as a protection for the windscreens when the plane was supersonic speeds. During flight, the nose and window would be up which gave the plane its aerodyamic shape. When the nose was raised to its default position (horizontal), the visor would raise up before the cockpit windscreen to provide streamlined aerodynamics.
Check out this video tour of the inside of the Concorde at the Imperial War Museum in Duxford, Cambridgeshire, complete with a nose-lowering demonstration: (click on the video…there is no preview image)
There were actually four different nose positions:
The Concorde’s nose actually had four different positions. Each was used in various stages of flight: take-off, supersonic cruises, taxi and landing.
1.) Nose down at a 5-degree angle with visor retracted into nose: This position was sometimes used for take-off and taxi.
2.) Nose and visor both in fully retracted up position: This was used in two cases, when the Concorde was at supersonic cruise speed or parked on the runway.
2.) Nose up but visor retracted into droop nose: Again, there are two instances when the nose was in this position, either when the plane was doing a subsonic fly past or was having its windscreens cleaned.
4.) Nose down at a 12.5-degree angle, with visor retracted into nose: This was the most common position used for landing and taxi but the nose was quickly raised to the 5-degree angle before taxiing to the tarmac to avoid damage to the aircraft.
Another fun fact: The governments of the United States and Soviet Union had also considered building an SST. In fact in the U.S., Boeing even was contracted to build a prototype. The program was tossed out however when a federal report in 1971 found that building the plane was not economically feasible. We’ll have more on that later…
Have you ever wondered how aircraft manufacturers deliver new smaller aircraft over long distances? What about ferrying them to the mainland for heavy maintenance checks?
Generally speaking, aircraft deliveries that are flown across the Atlantic Ocean are not a problem. There are several airports across the north, for example at St. Johns in Canada and Keflavik in Iceland. And if you run into problems, you can always find a place to land in Greenland. Then, Keflavik is fairly close to Glasgow which means even smaller planes with shorter range can make the trans-Atlantic flight.
But what about aircraft deliveries flown over the Pacific?
There is so much open space between Alaska and many Asian countries, pilots will sometimes opt to go the longer way and pick a route through Europe to make a delivery.
Delivering aircraft over the Pacific to Asia is difficult because even if you fly the northerly route through Alaska, you still face long legs and bad weather conditions. One of the hardest places to make an aircraft delivery is to the island state of Hawaii. It is a very challenging feat because there is no alternate that can be used for a landing between the West Coast U.S. mainland and Hawaii. The shortest route is San Francisco to Hilo and even that is more than 2,300 miles. It makes delivery flights and maintenance ferrying a challenge.
How Hawaiian ferries its Boeing 717 aircraft to Mainland
Short range aircraft like the Boeing 717 are in regular use by Hawaiian Airlines. Because the jet is built for short range flights, there is no way they could fly to the mainland for painting and heavy maintenance without a stop. And they are way too big to go on a barge between the Islands and the mainland. Plus, it wouldn’t be cost-effective to keep a jet out of service for such a long period of time anyways.
The answer to this conundrum may surprise you. Temporary ferry tanks are installed in the cabin to provide fuel so the 717 can go the distance. The seats are replaced with fuel tanks, as seen here:
The 717 has a ferry range of 2500 nm. SFO-OGG is 2032 nm. That’s cutting it a little close for comfort so extra tanks provide insurance that the plane will have enough fuel to make the whole trip. Remember, there are no divert options between the Hawaiian Islands and the mainland! Of course, there are also the Pacific headwinds to deal with too when coming from the mainland. That is why extra tanks are loaded on board.
Today Alaska Airlines announced the destinations it will serve from Paine Field, home of the Boeing Everett Factory just north of Seattle. Alaska Airlines is now the country’s fifth largest airline after its purchase of Virgin America last year. Lately both the airline and Seattle-Tacoma International Airport have seen a huge spike in growth. Read more about Virgin America’s last days here:
SeaTac is reportedly having overcrowding and capacity problems since Delta made it a hub. The rapid growth of Alaska Airlines has added to the capacity issues.
Alaska is growing the larger Seattle market
Alaska has a strategic plan in place to expand service to the North Sound, which has a population of more than 1 million people. Access to routes out of Paine Field-Snohomish County Airport in Everett will save passengers north of Seattle about an hour of commute time to the airport.
KPAE is home to the Boeing Everett Factory where Boeing widebody planes are assembled. That means Avgeeks flying out of the airport can look forward to some great plane spotting, as well.
Alaska Airlines is going to fly 13 nonstop daily departures out of KPAE to eight cities when the service commences this fall, including:
— Las Vegas
— Los Angeles
— Orange County
— Phoenix
— Portland
— San Diego
— San Francisco
— San Jose
Because there are 13 flights, the most likely scenario is that most of them will be flown daily. A couple of routes could offer multiple daily flights, possibly even several daily flights to Portland.
The expectation is that the routes will be operated with Embraer 175s. Flight times are subject to government approval and will be announced later this year.
An ongoing international trade dispute is forcing Delta to alter its fleet plans, as the airline is forced to delay the retirement of some of its older gas guzzling MD-88s and MD-90s. Executive management announced on Thursday’s earnings call that the older fleet is going to be in use until the controversy surrounding the delivery of the C-Series is resolved.
The C-Series deliveries are delayed because Boeing accused the planes’ manufacturer, Bombardier, of being unfairly subsidized by the Canadian government. Boeing disputed Delta’s plan to buy 75 C-Series jets at ‘absurdly low’ prices. The pending resolution includes the possibility of huge tariffs being imposed on Delta for its C-Series imports.
Whether or not the tariffs actually materialize is still up in the air. In the interim, Delta is losing revenue. CFO Paul Jacobson said Delta expects its maintenance costs to be “a little bit higher than traditional first quarters.”
No resolution in sight for trade dispute
Late last year, the trade dispute grew even more complicated after Airbus swooped in and acquired the majority stake in Bombardier, moving part of its manufacturing to Alabama. This means the C-Series would be assembled in America and therefore might not subject to the ginormous tariffs.
Delta CEO Ed Bastian confirmed to investors and reporters Thursday, “Yes, we do know that we will not be taking the C-Series according to the current schedule, which would be taking delivery this spring.” Bastian said the current fleet will remain in service, “and to that end we have to invest in maintaining some aircraft, particularly MD-88s to keep them around a little bit longer than we were otherwise anticipating.” Mr. Bastian said most of the MD-88s should be retired by the year 2020 but the plan is more back end loaded than originally planned.
Flying the older planes will not only run up maintenance costs for the airline, it will also nix any projected fuel savings that had been anticipated when the smaller, fuel-efficient C-Series jets were to be put into service.
Very few other viable options besides keeping the Mad Dogs
Delta’s move to delay the MD-88 and MD-90 retirements comes as no surprise but one could argue that they could have used more regional aircraft or accelerated the delivery of other aircraft to make up for the delay. Unfortunately though, the challenges with regional flying (like the ongoing pilot shortage across both the military and for regional operators) means that extending the life of the Mad Dogs is a more viable option. Delta is aiming for a target of $100 million in fuel savings this year and is expected to take delivery of 60 additional fuel-efficient planes of different types.
By randomduck (https://www.flickr.com/photos/rudiriet/3272783944/) [CC BY-SA 2.0 (https://creativecommons.org/licenses/by-sa/2.0)], via Wikimedia Commons
A worldwide ban on smart luggage starts today. More than 280 IATA member airlines including American Airlines, Delta, Alaska Airlines, and Hawaiian will no longer allow smart luggage in the cargo hold. That means if your checked baggage has a lithium ion battery or GPS tracker, it must be removed or you will not be able to check your bag.
So, you might be asking yourself, well, what the heck is smart luggage and why is it considered dangerous in the first place?
Smart Luggage 101
Smart luggage has built-in features. The most popular feature is a USB port for charging wireless devices but some also have electronic safety locks or GPS tracking.
Smart luggage has become increasingly popular over the past couple of years, mainly because there are a lot of people who worry about losing their suitcases while on a trip. If you are traveling to South Africa from the Midwest and the airline has lost your luggage, with GPS tracking, you will know where your lost stuff is before the airline does and can track it when it is on its way back to you.
Sounds pretty good, right? So, what could go wrong?
Exploding Cellphones and Hoverboards
If your smart luggage is powered by a lithium ion battery, it is a fire hazard similar to the exploding cellphones and hoverboards that have made headlines in the past few years. In October 2016, Samsung issued a global recall of the Galaxy Note 7 smartphone after over 100 of the devices spontaneously burst into flames.
In addition to the cellphone recall, the Consumer Product Safety Commission recalled over 500,000 hoverboards for the same reason. In the spring of 2017, two children died in a fire sparked by a hoverboard that had exploded. In both the cellphones and hoverboards, the explosions were caused by overheated lithium ion batteries.
The science behind the battery problem is pretty straightforward. If the battery short circuits because of a tear in the microscopically thin sheet of plastic covering the positive and negative ends, the hole creates a path that can conduct electricity. Once that electrical current hits the highly flammable lithium inside, the liquid heats up and if that process happens fast enough, the battery gets so hot that it literally explodes.
While there have been no reported incidents of exploding smart luggage to date, the IATA apparently does not want to take any chances. Tests show that the batteries in luggage are less of a threat to aircraft safety when the luggage is in full view or stored in an overhead bin where it can be reached quickly. But when the baggage with potentially explosive batteries is out of view in the cargo hold where it is not attended, the risk of fire is greatly increased.
What Passengers Should Expect
Just about every major airline on the planet is part of the ban. Smart luggage has been deemed not suitable for commercial air travel anywhere. The ban is in effect for North and South America, Europe, Asia and Africa.
Once at the airport, passengers carrying smart luggage should expect to be asked to remove the battery, GPS unit or other potentially hazardous technology from their luggage before it is checked. This is assuming that the battery can be removed (most can’t). Worst case scenario? If you recently spent some cash on trendy new smart luggage, you might be forced to leave it home because of the new ban.
It looked a little like the old KaiTak approach into Hong Kong yesterday at Honolulu International Airport.
UPDATE 1/14/18 10:59 PM PT: Officials are now saying that the body found on the runway was a stowaway. We’ll share additional updates as we learn more.
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This time of year, Kona winds (winds blowing from West to East) force arriving jets to land on the “26’s”. Heavy aircraft typically land on 26L, known as the ‘reef runway’. This means that airliners fly an LDA approach that keeps them away from the Waikiki coast. About a mile and a half from the runway, they align with final. The turn is sporty but most pilots are familiar with the approach.
Yesterday, an unfortunate and unusual event closed the reef runway forcing aircraft to land on 26R. The Honolulu Star-Advertiser reported that runway 26L was closed because a pilot reported FOD (foreign object debris) on approach around 12:15pm local time. The FOD turned out to be a human body. How terrible!
The runway was closed for six hours while investigators scoured the area for evidence as to what happened. No details are available as to the cause of death. While a few go-arounds were reported, no delays were attributed to the closed runway.
On January 13, 2018 a Pegasus Airlines B737-800 on Flight PC8622 overran the runway during landing at Trabzon Airport in Turkey. After overrunning the far end of runway 11 at the airport, the Boeing 737 skidded off the left-hand side of the runway and slid downhill towards the Black Sea with 162 passengers and 6 crew members on board.
The aircraft with registration TC-CPF was flying from Ankara (ESB) to Trabzon (TZX). The accident occurred at around 20:25 UTC (23:25 local time). Trabzon Airport is an airport near the city of Trabzon in the eastern Black Sea region of Turkey. The Governor of Trabzon, Yucel Yavuz, states that all passengers and the crew on board left the aircraft safely. According to Turkish media 11 passengers suffered minor injuries and were brought to the hospital.
This Youtube video by İhlas Haber Ajansı shows the Pegasus Boeing 737 the next day at Trabzon Airport:
It was raining heavily at the time of the accident. As a result the runway was extremely wet during landing. The Boeing 737 had troubles with slowing down on the runway and according to the flight path it had a speed of 110 knots (127mph) on the last third of the runway.
Because of the accident Trabzon Airport was closed until 09:00 local time on January 14, 2018. The Turkish Aviation Authority SHGM is investigating the cause of the accident.
We’ve posted a number of stories and videos about the Boeing 747. Just last year, Delta Air Lines and United Airlines retired their fleet of Boeing 747s. Boeing has also struggled to find new customers for its passenger version, all but ceding the large passenger market to the upcoming Boeing 777-9 and Airbus A350.
Today there are only about 165 passenger Boeing 747-400s flying alongside a fleet of 35 Boeing 747-8i’s around the world. While that isn’t a ton of airplanes, there are still many opportunities to fly on the Queen of the Skies. The Boeing 747 classic fleet is all but extinct, save for Air Force One. That’s why watching this Boeing 747-300 classic get ripped apart is pretty disheartening.
The aircraft, registered D2-TEA, first flew in 1986 with Singapore Airlines. They retired the jet in 1997. TAAG Angola picked up the jet and flew it until 2010. The jet was finally broken up in 2017 by Nevergreen Aircraft Industries who posted the video of its final days. Scrap metal from a jumbo jet like the 747 can earn just shy of $100k. That’s a small consolation for watching the Queen of the Skies meet her final end.
The Boeing 757 is an amazing aircraft. It was built to replace the 727, offering a high-lift wing and overpowered high-bypass engines.
Approaching 40 years after its debut, the Boeing 757 is still one a staple in many US and European airlines. The Boeing 757 still maintains two unique capabilities that can’t be filled by other airlines. The first is the ability to takeoff from short, high-altitude, high-temperature airfields like Denver, Mexico City, and Vail, Colorado. The second is that the 757 has the ability to fly long, thin transcontinental and transatlantic routes. While newer entrants like the 737 NG and MAX and A320NEO series have begun to fill some of those roles, the 757 still operates on routes where even the newest MAX and NEOs still can’t touch.
Take an already overpowered jet and watch what it can do empty
That’s why this video of a Royal New Zealand Air Force Boeing 757 is so impressive. During an airshow back in 2012, they decided to fly a routine with the sleek Boeing. After a series of low-passes, the jet climbs unrestricted in a gorgeous finale. The video was produced by Historical Aviation Film Unit and originally posted on Youtube.
The Royal New Zealand Air Force operates two Boeing 757s. Both aircraft were received by the force in 2003. They feature the unique ability to carry both passengers and cargo. In a cargo configuration, the jets can carry 11 pallets on the main deck. The jet can also be converted to a VIP configuration to fly governmental execs on ministerial and trade missions around the globe. Both jets are powered by Rolls-Royce RB211s. They are operated by No. 40 squadron.
Nothing gets me more annoyed than hearing people whine about the “CFI Shortage”. “I can’t find a flight instructor” seems to be the mantra of this generation of pilots. Now you may take offense to that if you are one of those students who “can’t find a CFI” to train you, but let me explain why there really is not a shortage, and why you are having the troubles that you are.
What does a CFI do?
A flight instructor is someone who has at least 250 flight hours and has taken at least 4 checkrides. At a bare minimum, this person has spent $40,000 to get their certificates (often times much more, like $75k+).
Now you are asking someone as a student pilot to get into a beat up training airplane (which is not know to be the safest activity) and fly with you while being paid $15-$30. It is important to note a CFI is only paid when they are with you flying, so often a CFI that works an eight hour day may only take home $60-$70 for an entire days work. Now this instructor spent a lot of money to get where they are, and they probably love aviation, but love doesn’t pay the rent, so less than $100/day pay (especially with flight training loans they have) just isn’t going to cut it.
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What does the CFI end up doing?
[two-thirds-first]Well since they are only making $100 a day or less as a CFI, they look for other part time employment to supplement their income. Although the love flying, they can’t afford to fly with you and be paid $30/hr or less. They end up driving for uber, working in restaurants, picking up other flying gigs, or leaving aviation altogether to work in corporate America for a few years to pay back their loans before they can even dream of being able to affort toworkas a pilot. Imagine that, you can’t evenafford to workthe wages are so low.
What about other types of instructors?
Well when my girlfriend made me take dance lessons, we paid an instructor $100/hr. When my buddy took golf lessons he paid a golf pro $150/hr. When my sister took tennis lessons, she paid a tennis instructor $125/hr ($250 for a two hour lesson!). The key difference here between a flight instructor and these other professions is this:
You don’t loose your license or die when you step on a students toes, serve a ball into the net, or hook a golf ball into the trees. You stand a very good chance of ruining your career and/or life when you make a momentary lapse in judgement while teaching in an airplane.
On top of the instant reproductions of making a mistake as a CFI, you run the real risk of having a student fall into a momentary lapse in judgement years into the future, which could possibly end their life and open you up to years of litigation, taking away any pennies you had managed to save up from that part time Uber job. Why on earth would I expose myself to this for less than $30,000 year. Valet boys make $40,000+ a year. That sounds better than flight instructing right now (I had a very close friend quit instructing to be a full time valet).
How can this be fixed?
Fix it the same way the airlines did. Two years ago the airlines starting crying about a “PILOT SHORTAGE”. Well yeah, they were offering $28,000/ year for new hire pilots, and it would be at least 5 years before you would break $50,000/year (this is after years of flight training and racking up hours). $28k or even $50k is not a fair starting wage to a pilot in the airlines! Pilots that go to the airlines are not “starting their careers”, they have been pilots for years (and should be compensated as such)!
Anyways, to fix the problem the airlines had of only 3-5 guys showing up for new hire class every two weeks, they raised pay from $28k to $60k for first year FO’s. Guess what, classes are full at 25 guys every two weeks and wait listed until March 2018.
THERE IS NO SUCH THING AS A PILOT SHORTAGE! THERE IS A PAY SHORTAGE!
So how are we going to fix the problem for CFI’s? Actually quite simple. Two things will fix it instantly:
Students Sign airtight liability waivers protecting individual instructors
Instructors are salaried by schools at $45,000/ year starting regardless of hours flown, and are limited to being at the FBO 50 hours per week unless paid overtime.
Where will the money come from?
Well it won’t grow on trees despite that fancy fertilizer I bought last month! Students will ultimately have to pay more per hour for flight instruction received, and especially pay cancellation fees when canceling a lesson last minute. Now some might think this would make flight instruction more expensive BUT IT WILL NOT!
Student’s will also have to be willing to fly in less expensive airplanes with less fancy glass cockpits. Note: I’m not suggesting flying beat up cheap airplanes, I’m saying, smaller, more fuel efficient airplanes that do not have Garmin panels. No GPS will teach you how to fly, but an instructor will. Spend your money on your instructor, not paying for a fancy 172 with a G1000. Fly a solid, airworthy, Cessna 150 or Aeronca Champ instead.
Remember!
The airlines doubled pilot pay in the last two years and didn’t raise ticket prices. Maybe its time flight schools took a closer look at where they are spending their money!
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TAMPA — Six World War II aircraft of the world famous GEICO Skytypers Air Show Team will blaze a trail above many of the top air show sites across America as they launch this spring into their 12th anniversary season.
The team announced their 2018 air show schedule on Wednesday as they prepare for their winter practices in Florida. They will perform at 15 locations, and perform 29 flight demonstrations.
The GEICO Skytypers continue to carry the torch forward for the Greatest Generation of pilots, demonstrating their story high above the air show crowds during their demonstration. The Skytypers’ dedication and skill inspires many to want to learn more about the history behind these aircraft and the aviators who piloted these silver doves through the smoke blackened skies of war.
The GEICO Skytypers six-plane formation will blaze a trail across the United States during 2018. (Charles A Atkeison)
“We have an exciting schedule for the 2018 air show season including a couple of new shows, several rotational show sites, and a number of regular stops on our tour” said Steve Kapur, the team’s Skytyper 8 pilot and marketing officer. “Whether new or old, the best part of each event weekend is meeting air show fans from the youngest of future aviators to veterans who trained in our aircraft.”
The team will begin the season over Vero Beach in Florida, and the following week, will kick-off the inaugural Wings Over Myrtle Beach in South Carolina, as they co-headline both shows with the Blue Angels. A busy May will see performances over Fort Lauderdale, Tampa Bay, before heading north to Hampton Roads, Virginia, and Jones Beach, New York.
The squadron’s popularity has risen as they continue to co-headline many of the nation’s top air shows performing with the Air Force Thunderbirds and the Navy’s Blue Angels. The civilian team, whose history dates back to the early 1980’s, will celebrate its 12th anniversary season as the GEICO Skytypers.
The Skytypers’s six Navy SNJ-2 aircraft will demonstrate the dog fight flying styles and maneuvers flown by the “Greatest Generation” 70 years ago. The team will tell you they are not an aerobatic squadron, but a formation squadron, who tell the story of the pilots who controlled the skies during World War II and Korea.
“It’s a very dynamic demo with a lot of things happening very quickly with some maneuvers a tribute to the era of the generation of these World War II airplanes,” said team boss Larry Arken. “Other things are done for the spectators view like a heart or a bomb burst, and other maneuvers are tactical maneuvers which the military still uses.”
In May, the Tampa Bay Airfest will be a homecoming for one Skytyper pilot who previously trained in military jets at the Tampa air base. As the team’s senior Lead Solo pilot, Steve Salmirs is looking forward for the upcoming air show, and it was very noticeable.
“This is an incredibly exciting airshow for me,” Salmirs said as he paused near the team’s six silver SNJ-2 aircraft. Salmirs trained at MacDill AFB in 1984 to complete his primary F-16 fighter training.
Steve has flown with the team since 1996, and today, wears many hats including assisting in designing new formations and managing training. “I am thrilled that GEICO has allowed me to come full circle and use the skills I have acquired to entertain the crowds at my training base. I am stoked,” he added.
The Skytypers demonstrate incredible precision during their 20 minute demonstration as they maneuvere into different attitudes. Each of these World War II aircraft have a rich history behind them. These SNJ-2’s and the pilots of yesterday helped the Allied Forces protect democracy and the freedoms we have today.
The GEICO Skytypers carry the torch forward for the Greatest Generation of pilots, demonstrating their story high above the air show crowds during their demonstration. The Skytypers’ dedication and skill inspires many to want to learn more about the history behind these aircraft and the aviators who piloted these silver doves through the smoke blackened skies of war.
GEICO Skytypers 2018 Air Show Schedule:
April 21-22 Vero Beach Air Show, Vero Beach, FL
Apr 28-29 Wings Over Myrtle Beach Air Show, Myrtle Beach, SC
May 5-6 Ford Lauderdale Air Show, Fort Lauderdale, FL
May 12-13 Tampa Bay AirFest, MacDill AFB, FL
May 18-20 Air Power Over Hampton Roads, JB Langley Eustis, VA
May 26-27 Bethpage Air Show at Jones Beach, Jones Beach, NY
Jun 2-3 NAS Patuxent River Air Expo, NAS Patuxent River, MD
Jun 9-10 RI National Guard Open House Air Show, Quonset Point, RI
Jun 16-17 Ocean City Air Show, Ocean City, MD
Jul 14-15 Great New England Air and Space Show, Westover ARB, MA
Jul 25-29 EAA Air Venture Oshkosh, Oshkosh, WI
Aug 23 Atlantic City Airshow, Atlantic City, NJ
Sep 22-23 NAS Oceana Air Show, NAS Oceana, VA
Oct 6-7 Maryland Fleet Week and Air Show, Baltimore, MD
Oct 27-28 NAS Jax Air Show, Jacksonville, FL
On the ground, members of the GEICO Skytypers spend their time at each air show site visiting education centers and hospitals with their public outreach program. The team will also host student groups at the air show for a group discussion plane side, and the chance to climb aboard their aircraft.
(Charles A. Atkeison reports on aerospace and science. Follow his updates on social media via @Military_Flight.)
Yesterday marked the official end of the existence of Virgin America as a stand-alone airline from an operating certificate perspective. While you’ll continue to see Virgin America branded aircraft and website for a little longer, the brand continues its slow march to retirement. Officially though (as far as the FAA is concerned), both airlines are one single airline now, operating with standardized procedures and under the Alaska callsign.
Alaska Airlines purchased Virgin last year as part of a strategy to expand its footprint in California. The merger has created a $2.6 billion-dollar company with 286 aircraft and 1,200 daily flights. Alaska is now the country’s fifth largest airline. Twenty-five daily flights have been added out of Los Angeles, San Francisco, San Jose and San Diego.
Many changes ahead
The combined brand will create change for passengers throughout the next year or two. Alaska Airlines’ Boeing jets are receiving a major upgrade with all new cabins. Virgin America jets will also get a makeover. First class is being expanded from 8 seats to 12 on Virgin Airbus jets, with the remainder being upgraded later this year. High speed satellite wifi is being phased in starting this fall, as well.
Virgin America’s famous purple and pink cabins will be replaced by a more neutral blue in 2018.
If you enjoy Virgin America’s unique ambience, take heart. Fans will be relieved to know that many of the carrier’s signature characteristics will remain including boarding music and free in-flight entertainment. There will be a slight change in the nightclub-like mood lighting which will be changed from pink and purple to a more pale blue.
Callsign “Redwood” is retired
As the Virgin America brand is integrated into Alaska Airlines, the livery is getting a new paint job. The callsign “Redwood” will disappear and the SOC operating certificate is being retired. The front line crew will be sporting new uniforms designed by Luly Yang starting this summer.
Alaska Airlines’ Vice President of Marketing says, “While the Virgin America name is beloved to many, we concluded that to be successful on the West Coast we had to do so under one name – for consistency and efficiency, and to allow us to continue to deliver low fares.”
It is like a scene out of a sci-fi movie: air taxis zooming around the city, landing on heli-ports and transporting passengers to and from their daily activities. It sounds pretty futuristic, right? Well, it may not be as farfetched as you may think.
Bell and Uber are accelerating the development of air taxis. Photo Bell Helicopter
Bell Helicopters is showcasing their new urban air taxi design at the Consumer Electronics Show (CES) in Las Vegas this week. The Bell Aircraft Corporation is a U.S. aircraft manufacturer that’s well known for developing and manufacturing several important military and civilian helicopters, including Bell X-1, the first supersonic aircraft.
Expounding upon Bell’s long history of successful innovation, Chief Executive Officer Mitch Snyder says, “The future of urban air taxi is closer than many people realize. We believe in the positive impact our design will have on addressing transportation concerns in cities worldwide.” Snyder says Bell has an ongoing R&D program that will eventually provide options for “safe, reliable transportation services to the world.”
At CES 2018, convention goers get to see what it’s like to be inside an electric vertical takeoff and landing vehicle (eVTOL) through the use of augmented reality. Simulations portray cross-city day and night trips.
Inside the cabin, passengers can use embedded technology to catch up on the news, share documents or take conference calls. Meantime, a monitor display gives passengers in the back seats a view of what’s on the road (or in the air) ahead.
eVTOLs will have both civil and military applications, according to Scott Drennan, Bell’s Director of Engineering Innovation. Air taxis are expected to be licensed under the FAA’s new powered-lift category developed for tiltrotors.
Bell is partnering with Uber to accelerate development of these futuristic aircraft. But, for this week at least, the future is now at CES in Las Vegas.
