April 15, 2019, © Leeham News: This column will no doubt light up the blog-o-sphere.
There’s been a major debate going on since the crash of Lion Air JT610, the Boeing 737-8 MAX that immediately became a huge controversy.
Boeing immediately blamed the pilots. So did some pilots of some US airlines, who said if the Lion Air crew had just flown the airplane, it wouldn’t have crashed. It was a training issue, some said.
Having got tremendous blow back over Lion Air, Boeing publicly held its tongue when Ethiopian Airlines flight ET302 crashed five months later.
Still, Boeing officials quietly still said there was nothing wrong with the airplane.
Some US and Canadian pilots maintained, publicly and privately, that a lack of training and pilot skills in the Third World was responsible.
They’re not entirely wrong.
April 11, 2019, © Leeham News: Airlines are showing dramatic reductions in canceled flights and aircraft maintenance squawks through its Skywise live diagnostics programs, the most recent of which was rolled out in the US with ultra-low-cost carrier Allegiant Air in January.
Skywise Health Monitoring is the latest program in the Skywise suite of services offered by Airbus to carriers around the world. Skywise Health Monitoring (SHM) joins Skywise Reliability Services (SRS) and Skywise Predictive Maintenance (SPM).
Airbus announced Allegiant’s participation yesterday at the Aviation Week MRO Americas conference in Atlanta (GA).
April 9, 2019, © Leeham News: Delta Air Lines has the third largest third-party MRO company in North America and aggressively seeks to grow, in sharp contrast to its competitors.
While American and United airlines have limited their own maintenance, repair and overhaul, let alone seek third party business, Delta Tech Ops is a business unit and profit center. Delta CEO Ed Bastian said today that Tech Ops will achieve $1bn in revenues this year and has a goal of $2bn within five years.
Bastian was the lead-off speaker at the Aviation Week MRO Americas conference in Atlanta this week.
March 21, 2019, © Leeham News: There are many estimates for how much flight delays and disruptions cost airlines and passengers. But everyone agrees the total number is big—possibly more than $1bn for each major US airline each year.
In 2017, delays cost airlines and passengers $26.6bn, according to the FAA/Nextor estimate. That total includes direct cost to airlines and travelers, lost demand and indirect costs. Congestion at the three major airports serving New York City directly cost air carriers an estimated $834m a year, according to a 2009 report.
Yet despite the high cost, flight on-time statistics are basically where they were 20 years ago. Moreover, there are no discernible positive trends in the data collected by the U.S. Bureau of Transportation Statistics.
Of course, airlines take steps to decrease or limit flight delays, and, of course, some things, such as severe weather, are out of anyone’s control.
At the same time, airlines have shown little interest in pushing for low-cost solutions to decreasing system-wide congestion. There is no clear or easy explanations for carrier’s lack of motivation. However, interviews with current and former airline executives, researchers and others highlighted a few key factors.
By Dan Catchpole
Feb. 14, 2019, ©. Leeham News: Flight delays cost the airline industry
billions of dollars each year. They cause travelers untold aggravation and inconvenience every day. And the main culprit—air traffic congestion—is only going to get worse as Boeing and Airbus deliver tens of thousands of jetliners over the next couple decades.
Regulators, lawmakers and the aviation industry in the United States have settled on spending billions of taxpayer dollars on NextGen—after having already spent billions—to implement complex technical solutions to keep the skies safe and cut down on flight delays.
The Federal Aviation Administration (FAA) estimated in 2017 that implementing NextGen will cost roughly $35.7 billion by 2030–$20.6 billion from the FAA and another $15.1 billion from the aviation industry.
NextGen has moved with the swiftness of a sprawling, technocratic federal program—that is to say like an elephant at the ballet. It has endured delays and cost escalation, though these have not been crippling. However, it is years away from unclogging America’s congested air spaces.
Moreover, there are very real questions as to whether NextGen will be able to deliver all the FAA promises it can.
If Boeing goes ahead with the NMA, a decision yet to be made, an announcement was widely expected at the Paris Air Show in June.
Authority to Offer (ATO) the airplane for sale may still come as early as March or April.
Jan. 16, 2019, © Leeham News, Mobile (AL): Groundbreaking for the Airbus A220 final assembly line today might be viewed as a bittersweet moment for Alain Bellemare, CEO on Bombardier, designer of the C Series.
The program nearly bankrupted Bombardier. A sale of 50.01% of the CSLAP limited partnership to Airbus was necessary to save the program and Bombardier.
Bombardier’s share in the program was reduced to about a third after the Airbus sale. (A quasi-government Quebec pension fund owns the rest.)
But in an interview following the groundbreaking, Bellemare was almost giddy with excitement.
Jan. 2, 2019, © Leeham News: Boeing dominated the Top 10 news stories last year, as measured by views.
Displacing Airbus at Hawaiian Airlines, which ordered the 787-9 and canceled the A330-800, led the readership.
Airbus’ launch of the A350-900ULR came in second.
Here are the Top 10 stories on Leeham News for 2018: Read more
December 27, 2018, © Leeham News.: In July the CSeries changed from Bombardier to Airbus and in November the Q400 program was sold to Viking Air, the buyer of de Havilland Canada aircraft from Bombardier like the Twin Otter and the water bomber CL415.
When the Viking Air deal closes in the second half of 2019, only the CRJ regional jet will make up Bombardier Commercial Aircraft. Will the CRJ stay with Bombardier or go? And if so, why?