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ET 702 / Hijackings / Boeing / 747-8 / Airplane News / Airplanes / Toilets / Pilots / → All Tags
Above: the cockpit lavatory of the Boeing 747-8i
We mention it now because the 747-8 is the only Boeing commercial aircraft with a built-in feature which would've prevented a hijacking situation like what happened with Ethiopian flight 702 earlier today. That feature: a restroom and rest area just for the cockpit, located behind the armored flight deck door, which means both pilot and co-pilot never have to leave the secure area to use the restroom.
At the debut of the 747-8 Intercontinental in June 2012, Boeing chief pilot Mark Feuerstein noted the advantages of having this lavatory and crew rest quarters inside the cockpit, as it increases security and minimizes flight crew absence from the flight deck. [Update: The restroom within the flight deck is actually an option on all 747s, and some older 747-400s have it (such as in the case of Qantas' 744 fleet), but the 747-8i is the first aircraft where it's been the popular option].
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It seems like just the other day that Delta’s final DC-9 flight took to the skies, and now the plane has already found a place to spend its retirement years. For those that are sad without DC-9s zipping across the sky here at home, you can now pay your old pal a visit at the aviation museum over in Charlotte.
One of Delta’s DC-9s is now a resident at the Carolinas Aviation Museum, and it will be doing its best to make friends with the other airplanes that call the place home. Another famous resident is the US Airways' Airbus that did the impossible during the “Miracle on the Hudson” incident.
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It’s time to bust out the credit card digits, as the final DC-10 flight—this one is the real deal—is now scheduled and up for sale. Biman Bangladesh Airlines will be taking the ol’ bird up into the skies for its last voyage, as the plane and people travel from Dhaka to Birmingham with a little bit of a stopover in Kuwait. As you may recall from a few weeks back Birmingham—the one in the UK—will be the final resting place for the plane, as it’s going to do the retirement thing at an aviation museum.
For those that want to be part what they’re calling the DC-10 Farewell Tour it’s going to cost you, as the last flight will set you back between roughly $850 and $1000 depending on where you want to seat—they’re charging more for those next to the windows. February 20 is the date for the last commercial flight, but after that there’s a few scenic flights scheduled that might be a little more affordable.
Last week another Airbus A350 XWB—that’s a mouthful—rolled off the assembly line, as the airplane manufacturer moves forward with the latest and greatest from its most recent line of jets.
This is airplane number three, and it’s designed for all the testing required before a plane like this can take to the skies packed with passengers. The folks over at Airbus refer to this one as MSN2, and what makes it a little more unique and design forward from its plane siblings is its paint-job. This one has a special livery to reflect the carbon-fiber composite materials that are utilized as part of the construction of the new bird.
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Just last month we were talking about the DC-10 making its last scheduled flight, and now this week there’s something similar happening with the DC-9.
Delta inherited a bunch of that type of plane during their merger with Northwest, and ever since the DC-9 has been busy doing its thing with the Delta logo and colors along its fuselage. Well now it’s time for things to come to an end, as Delta is sending the plane into the skies one last time.
The final flight of the DC-9 from a domestic carrier is now scheduled for January 6, as Delta looks to mark the end of an era. There’s still a few of these planes scattered across the globe, but when Delta stops flying them that will pretty much close the book on the story and life of these aircraft.
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Six hours is an incredibly long time to be sitting on a domestic flight. To a frequent flyer, that stretch from New York to LA or SF means lost hours of work and sleep. To an infrequent traveler, it's an interminable wait only made bearable by the promise of eventually getting off the thing.
Why does transcontinental travel suck so hard? The problem: old airplanes, with old seats and old technology. The solution: new airplanes, with new seats and new technology. Please welcome American Airlines' fresh and fighting Airbus A321s to the skies.
For travelers who've experienced American's current transcontinental service onboard the achy-breaky old 767-200s, the new A321s will be a revelation. No doubt; we fully expect passengers to board these aircraft and think "hallelujah, this is going to be a great flight," no matter the class.
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As if the shiny British Airways Boeing 787 Dreamliner isn't cool enough with their service between Newark and London, new and especially exciting routes to more North American cities were just announced this morning.
Currently, British Airways only flies their 787s from Heathrow to Newark and Toronto. Beginning next year, however, two more lucky destinations will join the list: Austin-Bergstrom International Airport from March 3, and Philadelphia International Airport from June 5.
To score a seat on the 787, you'll want to book flight numbers BA 191/190 for Austin, and BA 68/69 for Philadelphia on or after the start dates mentioned above.
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From Boeing 787s and Airbus A350s to the smaller Bombardier CS100—we’re always interested in the latest and greatest in shiny new airplanes. However, we certainly can’t look forward without looking back, as we also have a soft spot for those aircraft which paved the way. That’s why we’re a little sad to say goodbye to one airplane in particular, as the McDonnell Douglas DC-10 just completed its last regularly scheduled commercial flight.
The plane’s Wikipedia article is a good read for while you’re waiting for your inbox to load this morning, and that’s where you can learn all kinds of fun facts about the plane, which first took to the skies in the early 1970s.
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At this time last year, spotting a Boeing 787 Dreamliner in the skies was quite the rare occurrence. But as the aircraft's teething problems have calmed and more tails roll off the factory floor, airlines are more eager than ever to welcome the efficient jet into the fold.
LAN became the first airline in the Americas to add 787s to their fleet, welcoming the aircraft back in early September 2012. United soon followed, with the title of first in North America that November. Since then, however, no other American airlines have picked up the keys to a Dreamliner.
Air Canada is about to break that dry spell as they prepare their hangars for 787s, to be delivered in spring 2014 and running test routes both domestic and transatlantic until summer. The initial regular routeToronto to Tel Avivcommences in July, 2014 and seats are already on sale, beginning at $1,400 roundtrip (we even found availability in all classes for July 1 on AC084).
[Update 8am December 6, 2013: Air Canada has just announced that also beginning July 1, 2014 will be nonstop flights on the 787 from Toronto to Tokyo-Haneda! This will be the only daytime flight from North American to Haneda, and the only nonstop from a Canadian airport to Haneda, which is a more convenient airport to downtown Tokyo than Narita.]
By 2019, the airline will have 37 total 787s in the skies (15 787-8 and 22 of the stretched 787-9s), so Toronto to Tel Aviv is only just the tip of the route map.
We’ve seen saddle seats, in-flight couches, and those side-slip seat things, and yet there’s still room for more unique and interesting takes on the airline seating situation. This week we caught wind of another company’s take on the next big thing in seating surfaces, and this time it’s all about customization.
Seymourpowell is the organization behind this new idea, and their plan is to bring their idea—called Morph—to the friendly skies. Basically instead of just taking a one-size-fits-all approach to the airline seating system, these new seats can change things up right on the fly.
If you’re looking for a wider seat that’s not a problem, as the seat can shift, shake, and shape to exactly what you’re looking for. The thought is that the airlines would be pretty interested in something like this, as with customization comes the opportunity to charge passengers for the convenience of doing so.
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There’s nothing we enjoy better than a little new airplane smell, and if you’re getting aboard a Delta flight anytime soon you might be enjoying exactly that—well, kind of. You see Delta kind of has a whole bunch of new planes, but the catch is that they’re really only new to them. They’ve all had quite the life before flying with the Delta livery and logo, as many of them are just being shipped over from their former life at AirTran.
Just last week the first of Delta’s Boeing 717s took to the skies, as one of the planes departed from Newark-Liberty on its way to the home base down in Atlanta. Right now there’s a total of two planes in their Boeing 717 fleet, but they hope to boost those numbers to around ten before the end of the year.
We’re not quite in love with the latest airplane from the folks over at Airbus just yet, but that’s because we’re just getting our first peek of what it has to offer—let’s just say we’re still getting to know one another. However, our fondness has begun to blossom, as another A350-900 recently finished one of its first flights.
This is actually plane number two that has rolled off the assembly line, as this plane did its thing on October 14 over at the testing facility at Toulouse-Blagnac Airport.
Obviously they’re looking for all kinds of stuff during these first flights—like the plane’s ability to takeoff and land without a problem. Specifically it’s all about airplane avionics like flap and slat configurations and how the plane handles operations up in the air and on the ground.