Odds and Ends: Pilot’s view of Dreamlifter event; Ethiopian 787 repair; more on IAM; Billy Bishop Airport

A pilot’s look at Dreamlifter incident: A pilot provides some perspective how the Atlas Air crew may have landed the 747 Dreamlifter at the wrong airport in Wichita (KS) last week.

Ethiopian 787 repair: Aviation Week reports that Boeing is about 60% complete with the repair of the Ethiopian Airlines 787 damaged by fire earlier this year.

More on IAM: A Tacoma News Tribune columnist takes an analytical look at the IAM 751 vote rejecting the Boeing 777X contract.

The Missouri Times reports that IAM District 837, which represents workers at Boeing’s St. Louis plant, is maybe considering the same labor pact IAM 751 (Seattle) rejected.

Toronto may delay City Airport decision: The Toronto City Council may delay approving the Porter Airlines request to extend the runway at Billy Bishop Airport, aka City Airport. There are several reasons, including the fact that the Bombardier CSeries flight testing is still in its early stages. Porter has a conditional order for up to 30 CS100s, but the condition is that Toronto change its rules to allow commercial jets at the airport and extend the runway. The CS100′sa noise footprint is a critical issue, and this won’t be certified until at least May, according to The National Post. The deputy mayor of Toronto nonetheless urges a vote next month.

Humpback Whale: It’s not aviation, but this YouTube video of an encounter (not ours) of a humpback whale is extraordinary.

10 comments on “Odds and Ends: Pilot’s view of Dreamlifter event; Ethiopian 787 repair; more on IAM; Billy Bishop Airport

    • Keesje,

      Thanks for the historical reference. After reading this article and dozens more like it, I am now of the habit of multiplying any forecast Boeing makes by three (3) and then assuming an absolute worst-case slide on top of that.

      For example, when Boeing said that the Deferred Production Costs of the 787 were to rise by $5 Billion Dollars, I automatically assumed this figure is at least $15+ Billion. Even then, Boeing could over-run this most conservative figure.

      I’ll believe Boeing the day the Press and the so-called Financial Analysts stop behaving like a bunch of Sycophants and demand some real answers from these guys.

  1. It is not the repair percentage figure that interests me as much as the condition of the aircraft on completion – is it heavier, has the life cycle limit changed etc. Something which I suspect the insurers of this and other similar aircraft construction types will be intererested.

  2. RE. Billy Bishop Airport. Just extend the runway the short amount that has been proposed and stop all the red tape. The CS-100 will be one of the quietest airliners and will be give Toronto passengers a close in option for air travel.
    It took 20 years for Boston’s Logan airport to add a 5000 commuter runway on airport land. Local laws and interference should be overridden by new federal laws as air travel is too important to have a few cranky neighbors and small time politicians who know nothing of airport operations call the shots.
    Look at the the silly back and forth arguments regarding another runway at Heathrow that has been going on for years. Airports are economic engines that provide increased business for surrounding companies and jobs.

    • The following is a likely scenario.

      - The existing jet engines ban is lifted. New profitable routes from Billy Bishop airport are opened.
      - As a result, airport traffic keeps increasing over time. Competing airlines apply for using Billy Bishop airport, arguing that authorities should not condone a monopoly position, especially when new investments are required. Other aircraft types meeting the same noise levels are introduced.
      - Traffic volume, and the associated overall noise level in the area, become a serious nuisance and airport closure takes center stage in public debate.

      So, the issue does not boil down to demonstrating that modern airliners are as quiet as, or quieter than, previous generation turboprops. It is about a manifold increase in traffic at a short distance from the city center, with both advantages and disadvantages.

  3. Cheapgreek: I live about 50 km away (right now everyone who lives near Toronto hastily points out that they have nothing to do with its buffoon of a mayor!):

    It is not quite so simple as it appears as the take-off path leads straight over a lagoon filled much of the time with ferries and pleasure craft (the big boats are further away), while even the CS-100 will require a 100 metre plus extension. That being said, as usual the biggest complaints are those who have apartments or rental properties that were being built AFTER the airport went into use and whose value is increased by the airport traffic. Unfortunately many people (including most of the public) are not aware that the CS will be at least as quiet as the 400′s that use the airport now. My prediction is no move until the Canadian authorities certify the plane as being as quiet as claimed and until a prototype is flown empty into and out of the airport.

    • You don’t need some noise certifications because most people can’t understand noise levels.

      The airport should invite the neighboors and demonstrate the difference between a turboprop and a CS100. I guess after such a show people would like to ban turboprops immediatly.

      • I am afraid you are missing a very important point here, namely that the neighbours who are protesting this expansion to fan engines, would prefer that no aircraft be flown into or out of this airport. As Philidor pointed out, once the fan engines are in, other airlines will insist on a right to use and this will expand the traffic significantly. The locals aren’t so naive as to believe that the status quo would be maintained. The very fact that this is now being discussed is, to them, already the greatest treachery.

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