Tag Archives: Seattle

Boeing delivers the first direct-purchased 737-800 to Biman Bangladesh Airlines

Biman Bangladesh Airlines Boeing 737-8E9 WL S2-AHO (msn 40334) BFI (Royal S. King). Image: 930110.

Biman Bangladesh Airlines (Dhaka) and Boeing (Chicago, Seattle and Charleston) yesterday (November 24) celebrated the airline’s first direct-purchased Next-Generation 737-800 as part of the country’s national airline’s fleet modernization plan.

Biman Bangladesh logo-1

As part of the first phase of its fleet modernization plan, the airline currently operates a total of six Boeing 777s and two Next-Generation 737-800s. With this delivery, Biman Bangladesh Airlines adds one additional 737-800 and has four 787 Dreamliners on order.

Copyright Photo: Royal S. King/AirlinersGallery.com. Boeing 737-8E9 S2-AHO 9msn 40334) taxies to the runway at Seattle’s Boeing Field (King County).

Biman Bangladesh Airlines aircraft slide show: AG Airline Slide Show

AG Bottom Ad Bar

Alaska Airlines starts flying to Charleston, South Carolina

Alaska (2014) logo

Alaska Airlines today (November 16) started a new route connecting Boeing’s two main airliner assembly destinations. The airline is expanding its Seattle/Tacoma hub with new service from Seattle to Charleston, South Carolina. Charleston is the seventh new city the carrier has added this year, following last month’s start of service from Seattle/Tacoma to Raleigh/Durham.




Flights will be operated with Next Generation 737 aircraft four days a week.

Delta’s Vice President – Seattle, Mike Medeiros, talks about Delta’s fast-growing SEA hub

Delta Air Lines (Atlanta) has issued this interview with Mike Medeiros, Vice President – Seattle and the following charts about their fast growing SEA hub:

Delta logo

A Delta News Hub conversation with Mike Medeiros, Vice President – Seattle, about the role the fastest-growing airport in the U.S. plays in the airline’s domestic and international strategy.

Mike Medeiros, Delta VP SEA

SEATTLE – A Delta News Hub conversation with Mike Medeiros, Delta’s Vice President – Seattle, who is charged with developing and executing Delta’s key strategic objectives for Seattle and the Pacific Northwest – from financial performance and marketing to community relations and government affairs.

It’s been two years since Delta began building its hub at Sea-Tac. What do you wish you’d known then that you know now?

It is really hard to believe that we began this journey in Seattle two years ago. Having been in a similar situation in New York back when we began growing there in 2007, I guess I’m not surprised about how long it takes to get major facility improvements started, but it’s probably one of the things that I had hoped would be different in Seattle from how it was in New York. The good news is that we are working closely with the Port of Seattle, and it is my hope that we will break ground on a new International Arrivals Facility by mid-2016.

Delta is building for the future in many ways – for example, it’s partnered with China Eastern and it’s launched an initiative to engage future business travelers while they’re still in college. What role does Seattle play in building for Delta’s future?

Seattle is an important element of the overall strategy at Delta, and that’s precisely why it is called out in our Flight Plan (internal goals statement) each year. We all know that Asia – China in particular – is growing at a far greater rate than any other region in the world, and even with the recent challenges their economy has faced, they are still expected to grow at an annual rate that exceeds 6 percent. Seattle has a unique opportunity to capitalize on that growth by virtue of the global diversity the city offers but also as a convenient connection hub for passengers traveling to Asia from all across the U.S. Being located in the very top corner of the United States, we are able to offer the shortest flights from the U.S. to Asia, and we are able to do it more efficiently than any other carrier is able to do it from their West Coast gateways. This is a strategic advantage that places Seattle in a great position and, importantly, helps ensure a strong future for Delta.

What challenges has Sea-Tac’s rapid growth presented? How are you helping to make the experience easier for customers in the short-term and long-term?

As the fastest-growing airport in the country, SeaTac is bursting at the seams. That growth has largely come from Delta, but it has also come from other airlines adding flights in response to our growth. Over the summer, the airport had a 13 percent increase in passenger traffic over the previous year, which led to operational challenges, including longer taxi times, baggage system failures and an overall increase in congestion at the airport. Now that the summer is behind us, we are working with the Port of Seattle to create specific actions that can be taken between now and next summer that will help improve the passenger experience. From a Delta perspective, we are working to build a new 23,000-square-foot Sky Club and a Delta One premium check-in area, both of which will be up and running in time for at least some portion of summer 2016.

What impact has Delta had on Seattle? And, maybe the more intriguing question is, what impact has Seattle had on Delta?

The single biggest impact Delta has had on Seattle is that we’ve brought competition to a market that has been largely underserved for a very long time – and that competition has driven innovation and required other airlines to step up their game in areas beyond just passenger travel, like community investment and volunteerism. As for how Seattle has impacted Delta – the city has been extremely gracious and accepting of the Delta brand coming to Seattle and competing for their business.

How has Delta’s entrance into state of Alaska from Seattle impacted that market?

Delta now serves three markets in the state of Alaska year-round and two seasonally, which places the brand in the state’s top five destinations by passenger traffic. Since Delta entered these markets, consumers have benefited by seeing fares drop dramatically, and when Delta ends its seasonal service, fares in those markets immediately return to those higher levels. Beyond fares, residents of Alaska now have choice, better products, a global network and the world’s best employees. All of this has been missing until Delta entered Alaska.

We’ve brought competition to a market that has been largely underserved for a very long time – and that competition has driven innovation and required other airlines to step up their game in areas beyond just passenger travel, like community investment and volunteerism.

Seattle is a major commercial focus for Delta in addition to New York and Los Angeles, but there are many distinctions between the three markets. How are they similar/different?

There’s a lot that’s similar about these three markets, and it starts with the fact that they’re all emerging markets for Delta – at different stages, of course – where we are building new hubs and strengthening our network to help ensure we have a strong future for many years to come. In New York, we began that work back in 2007, and it has evolved from creating an international gateway at JFK to also creating a domestic hub at LGA – and that work continues. LAX and SEA are more similarly situated in that we began developing our West Coast strategy a few years ago and truly are in the early stages of creating something very special in both cities. That said, having lived in all three of these cities with Delta, I’ve experienced how different they can be from a cultural and customer perspective, and that’s where it’s so important to have a team of Delta professionals on the ground that understand the nuances of what each of those region’s customers want and expect from their airline.

So what’s next? What are Delta’s top priorities over the next few years?

We have several imperatives in Seattle. First, we have to get the new International Arrivals Facility started so we have a competitive arrivals experience for our customers. Second, we’ll continue building strong relationships and partnerships in Seattle to become a trusted and respected brand like we are around the globe. We’ve made great progress in this regard in a very short time, but we need to continue working hard at this every day. Finally, we will continue developing our network of flying that builds enough mass of flights that enables us to compete for every passenger, every day because we fly to where they want to go. Again, we’re getting there but we still have some work to do.

Delta and Seattle: A story of growth, success

Copyright Photo Above: Joe G. Walker/AirlinersGallery.com.

SEATTLE – Fresh off the assembly line, Delta Ship 3809 – a Boeing 737-900 ER (above) known as the ‘Spirit of Seattle’ – shone as it flaunted its new paint job on a December morning in 2013, nearly 80 years to the day after Delta’s first Seattle flight. A nod to the airline’s history with the Emerald City, the jet has since flown thousands of miles, proudly sharing Delta’s Seattle story in its travels.

That commitment began with a Hamilton H-47 metal plane that carried Delta’s first Seattle passengers in December 1933 on a Tacoma-Seattle-Wenatchee-Spokane route. Later, in a fitting twist, it was Delta predecessor Northwest Airways that helped give Sea-Tac the “international” in its name when it started service to Tokyo in 1947 using the Great Circle Route.

Today, the story continues – but it retains the pioneering spirit for which the Pacific Northwest is known. Instead of prop planes, Delta serves Seattle with some of the largest jets in its fleet. Instead of a single flight to Tokyo, Seattle is a full-fledged international hub for Delta, with service to the top five destinations in Asia and three of the top four in Europe from Seattle-Tacoma International Airport.

But how – and why – did Seattle grow from a secondary air market to an international gateway?

“In the early years after our merger with Northwest, we had to take a hard look at our network,” said Bob Cortelyou, Delta’s Senior Vice President – Network Planning. “We were well-positioned to compete on the trans-Atlantic because of our joint venture partnership with Air France and KLM, but the holes in our network across the Pacific were gaping, leaving us without a real chance to compete in some of the world’s most important emerging economies.

“We are a global company, and we want to be the airline of choice for customers around the world. And Seattle gave us that chance to compete in Asia.”

Delta’s story in Seattle parallels that of the city itself. Decades removed from its humble beginnings as a lumber town, Seattle is the seat of strong economic growth, widespread prosperity, a burgeoning tech scene and growing interest by investors from one of the world’s most powerful emerging economies: China.

At the center of the growth story is Sea-Tac, now the fastest-growing airport in the U.S., in large part due to Delta’s 35 percent overall growth since July 2014. The airline operates 128 daily departures to 36 destinations from Sea-Tac, including nine long-haul international routes.

Geologists estimate that it took more than 30 million years to form the Cascade Range that defines the region. But things are moving a little more quickly these days – it’s taken less than three years for Sea-Tac to morph from a largely regional operation to an international gateway to key global commerce centers such as London, Shanghai and Tokyo.

“Seattle had so much opportunity, and we moved quickly to fill that gap in our network,” said Mike Medeiros, Delta’s Vice President – Seattle. “Economically, the city is a major commerce center and home to some of the world’s most important brands. Geographically, we are as close to Asia as you can get from the U.S. mainland. And it’s a market that had been severely underserved for many years. It was a natural fit and has very much been a mutually beneficial relationship.”

Many a U.S. airport has fallen victim to the “build it and they will come” fallacy. But in Seattle, “they” were there all along – and now those customers have choice. Despite unprecedented capacity growth, revenue performance and traffic remain strong, showing that Delta’s presence in Seattle has helped to stimulate pent-up demand.

The impact to the region’s economy is significant. Delta’s growth at Sea-Tac is bringing more revenue to the airport – and to the city – than ever. That growth is creating jobs and providing more resources to enhance the airport’s role as a regional economic engine. Delta’s growth will contribute to 4,900 jobs paying $246 million in wages and $571 million in economic output in Seattle. The multiplier is astounding.

And Delta’s growth has placed Sea-Tac among the fastest-growing large hub airports in the U.S., moving more than 100,000 passengers per day. According to the Port of Seattle, nearly 37.5 million people traveled through Sea-Tac in 2014 – a 7.7 percent increase over 2013 – marking its fourth consecutive year of record growth.

Passenger growth at the airport is increasing this year at 13 percent over last year’s record levels. Cargo shipments are up 18.5 percent this year. Forecasts project the airport’s annual passenger numbers will rise to 66 million by 2034. And the Port’s plan to build a new International Arrivals Facility will further cement the Puget Sound region as a global commerce center.

In a sense, the story has come full circle. It’s fitting that Delta – an airline built with the help of Boeing, powered by Microsoft and fueled by Starbucks – all iconic Pacific Northwest brands – and Seattle – a city built on innovation and with deep roots in aviation – would collaborate to help drive the future of both the region and the airline industry. And that future looks bright.

Charts Below: Delta Air Lines.



Delta Air Lines aircraft slide show (current livery): AG Airline Slide Show

Facebook More Airline News (600)

Boeing brings the first 737 MAX fuselage to Renton

Boeing 1st Boeing 737 MAX Fuselage

Boeing (Chicago, Seattle and Charleston) on Friday (August 21) brought the first 737 MAX fuselage to the Renton, WA plant. The fuselage was built in Wichita, KS and transported by rail to the Washington State plant.

Boeing 737 Customers 1

Boeing 737 Customers 2

Boeing explains the production of the Boeing 737 over the years:

Boeing logo (medium)

The first 271 737s were built in Seattle at Boeing Plant 2, just over the road from Boeing Field, (BFI). However, with the sales of all Boeing models falling and large scale staff layoffs in 1969, it was decided to consolidate production of the 707, 727 and 737 at Renton just 5 miles away. In December 1970 the first 737 built at Renton flew and all 737s have been assembled there ever since.

However not all of the 737 is built at Renton. For example, since 1983 the fuselage including nose and tailcone has been built at Wichita and brought to Renton by train. Also much of the sub-assembly work is outsourced beyond Boeing.

Production methods have evolved enormously since the first 737 was made in 1966. The main difference is that instead of the aircraft being assembled in one spot they are now on a moving assembly line similar to that used in car production. This has the effect of accelerating production, which not only reduces the order backlog and waiting times for customers but also reduces production costs. The line moves continuously at a rate of 2 inches per minute; stopping only for worker breaks, critical production issues or between shifts. Timelines painted on the floor help workers gauge the progress of manufacturing.

When the fuselage arrives at Renton, it is fitted with wiring looms, pneumatic and air-conditioning ducting and insulation before being lifted onto the moving assembly line. Next, the tailfin is lifted into place by an overhead crane and attached. Floor panels and galleys are then installed and functional testing begins. In a test called the “high blow”, the aircraft is pressurised to create a cabin differential pressure equivalent to an altitude of 93,000 feet. This ensures that there are no air leaks and that the structure is sound. In another test, the aircraft is jacked up so that the landing gear retraction & extension systems can be tested. As the aircraft moves closer to the end of the line, the cabin interior is completed – seats, lavatories, luggage bins, ceiling panels, carpets etc. The final stage is to mount the engines. There are approximately 367,000 parts on a 737 NG.

The present build time is now just 11 days (5,500 airplane unit hours of work) with a future target of 6 days (4,000 airplane unit hours of work). In Dec 2005 a second production line was opened to increase the production rate to 31 aircraft a month. By 2007 there was a three year waiting list for new 737s, and an order backlog of over 1,600 aircraft. A third production line is under construction dedicated to the MMA order.

After construction they make one flight, over to BFI where they are painted and fitted out to customer specifications. It takes about 200ltrs (50USgallons) of paint to paint a 737. This will weigh over 130kg (300lbs) per aircraft, depending on the livery. Any special modifications or conversions (eg for the C40A, AEW&C or MMA) are done at Wichita after final assembly of the green aircraft. Auxiliary fuel tanks and specialist interiors for VIP aircraft are fitted by PATS at Georgetown, Delaware.

The fuselage is a semi-monocoque structure. It made from various aluminium alloys except for the following parts.

  • Fiberglass: radome, tailcone, centre & outboard flap track farings.
  • Kevlar: Engine fan cowls, inboard track faring (behind engine), nose gear doors.
  • Graphite/Epoxy: rudder, elevators, ailerons, spoilers, thrust reverser cowls, dorsal of vertical stab.

Different types of alluminium alloys are used for different areas of the aircraft depending upon the characteristics required. The alloys are mainly aluminium, zinc, magnesium & copper but also contain traces of silicon, iron, manganese, chromium, titanium, zirconium and probably several other elements that remain trade secrets. The different alloys are mixed with different ingredients to give different properties as shown below:

Fuselage skin, slats, flaps – areas primarily loaded in tension – Aluminium alloy 2024 (Aluminium & copper) – Good fatigue performance, fracture toughness and slow propagation rate.

Frames, stringers, keel & floor beams, wing ribs – Aluminium alloy 7075 (Aluminium & zinc) – High mechanical properties and improved stress corrosion cracking resistance.

737-200 only: Bulkheads, window frames, landing gear beam – Aluminium alloy 7079 (Aluminium & zinc) Tempered to minimise residual heat treatment stresses.

Wing upper skin, spars & beams – Aluminium alloy 7178 (Aluminium, zinc, magnesium & copper) – High compressive strength to weight ratio.

Landing gear beam – Aluminium alloy 7175 (Aluminium, zinc, magnesium & copper) – A very tough, very high tensile strength alloy.

Wing lower skin – Aluminium alloy 7055 (Aluminium, zinc, magnesium & copper) – Superior stress corrosion.


Many components are not built by Boeing but are outsourced to other manufacturers both in the US and increasingly around the world. This may be either for cost savings in production, specialist development or as an incentive for that country to buy other Boeing products. Here is a list of some of the outsourced components:

  • Fuselage, engine nacelles and pylons – Spirit AeroSystems (formerly Boeing), Wichita.
  • Slats and flaps – Spirit AeroSystems (formerly Boeing), Tulsa.
  • Doors – Vought, Stuart, FL.
  • Spoilers – Goodrich, Charlotte, NC.
  • Vertical fin – Xi’an Aircraft Industry, China.
  • Horizontal stabiliser – Korea Aerospace Industries.
  • Ailerons – Asian Composites Manufacturing, Malaysia.
  • Rudder – Bombardier, Belfast.
  • Tail section (aluminium extrusions for) – Alcoa / Shanghai Aircraft Manufacturing, China.
  • Main landing gear doors – Aerospace Industrial Development Corp, Taiwan.
  • Inboard Flap – Mitsubishi, Japan.
  • Elevator – Fuji, Japan.
  • Winglets – Kawasaki, Japan.
  • Forward entry door & Overwing exits – Chengdu Aircraft, China.
  • Wing-to-body fairing panels and tail cone – BHA Aero Composite Parts Co. Ltd, China.

Boeing 737 logo

737 NG Key Production Dates:

17 Nov 1993: Boeing directors authorize the Next-Generation 737-600/-700/-800 program. Southwest Airlines launches the -700 program, with an order for 63 aircraft.

5 Sep 1994: The 737-800 is launched at the Farnborough Air Show.

15 Mar 1995: The 737-600 is launched with an order for 35 from SAS.

28 Apr 1995: The new engine for the Next-Generation 737 family, the CFM56-7, powers up for its first ground test at the Snecma test facility in Villaroche, France.

1 Dec 1995: Major assembly begins on the No. 1 737-700 model when a 55-foot-long spar, or horizontal wing structure, is loaded into an automated assembly tool in the Renton, Wash., factory. Assembly also begins in Wichita, Kan., on the first 737-700 fuselage Section 43 panel (an upper fuselage section).

16 Jan 1996: The CFM56-7, makes its first flight attached to the left-hand wing of a General Electric 747 flying test bed in Mojave, Calif.

20 Mar 1996: The 737-700 program reaches its 90 percent product definition release, marking a major engineering milestone for the new 737 family. The milestone signifies the transition from the development phase to production phase of the program.

22 Apr 1996: The first 737-700 machined wing ribs arrive from Kawasaki Heavy Industries in Japan. Boeing 737 wing ribs were previously built-up assemblies. The single-pieced machined ribs increase quality and decrease weight.

30 Apr 1996: The first Common Display System for the 737-600/-700/-800 flight deck arrives at the Boeing Integrated Aircraft Systems Laboratory in Seattle. The programmable software display unit allows airlines to easily maintain the flight deck and to tailor it to their specifications.

17 Jun 1996: Assembly begins in Wichita, Kan., on the No. 1 nose, or cab, section for the first Boeing 737-700.

2 Jul 1996: Boeing launch the Boeing Business Jet, derived from the 737-700 model.

15 Jul 1996: Employees at the Boeing Renton, Wash., factory unload the No. 1, left-hand 737-700 wing out of its tooling and move the approximately 50-foot-long structure to its next manufacturing position.

26 Jul 1996: The last major body structure for the first 737-700 fuselage is loaded into the integration tool in Wichita, Kan.

12 Aug 1996: Assembly begins in Wichita, Kan., on the nose section of the first 737-800.

24 Aug 1996: The first 737-700 one-piece fuselage leaves Wichita, Kan., bound for Renton, Wash.

3 Sep 1996: The first completed 737-700 fuselage arrives in Renton, Wash., after travelling nearly 2,200 miles from the Boeing Wichita plant. The first pair of CFM56-7 engines arrive at Propulsion Systems Division in Seattle for engine build-up.

18 Sep 1996: Wings are attached to the first 737-700 fuselage in the Renton, Wash., 737 factory.

6 Oct 1996: The first 737-700 fuselage rolls on its own landing gear to the final assembly area, where flight control surfaces, engine and systems are installed.

7 Oct 1996: The 23-foot, 5-inch vertical tail is installed on the first 737-700. The vertical tail weighs approximately 1,500 pounds.

10 Oct 1996: The horizontal stabilizers are attached to the first 737-700, completing the installation of all major airplane structures.

20 Oct 1996: The second 737-700 fuselage arrives in Renton from the Boeing Wichita plant.

26 Oct 1996: The first CFM56-7 engine is attached to the right wing of the first 737-700. The left-hand engine is installed the next day.

29 Nov 1996: The No. 3. 737-700 arrives in Renton from the Boeing Wichita plant.

2 Dec 1996: The first 737-700 rolls out of the Renton factory and advances into the paint hangar.

8 Dec 1996: The first 737-700 is introduced to the world at The Boeing Company’s Renton, Wash., plant. Nearly 50,000 guests attend the Next-Generation 737 celebration.

9 Feb 1997: The first Boeing 737-700 makes its maiden flight, with Boeing Capts. Mike Hewett and Ken Higgins at the airplane’s controls. At 10:05 a.m. PST, the airplane — painted in the Boeing red, white and blue livery — takes off from Renton Municipal Airport in Renton, Wash., as hundreds of Boeing employees and their families watch and cheer. After heading north over Lake Washington, the pilots fly the newest member of the 737 family north over Tattoosh, east to Spokane and then back to Western Washington before landing at Boeing Field in Seattle.

14 Mar 1997: The fuselage of the first 737-800, destined for German-carrier Hapag-Lloyd, arrives in Renton from Boeing Wichita, after traveling 2,190 miles by railcar. At 129 feet 6 inches in length, the 737-800 is 19 feet 2 inches longer than the 737-700.

11 Apr 1997: The first 737-800 rolls to final assembly for airplane systems, horizontal stabilizer and vertical tail installation.

30 Jun 1997: The first 737-800 debuts at a ceremonial rollout on the north end of the 737 final assembly factory. A crowd of several thousand Boeing Commercial Airplane employees are on hand to witness the premiere of the 129-feet-6-inch airplane — the longest 737 ever built. The first 737-800 is the 2,906th 737 built and the 6,508th commercial airplane built by Boeing in Renton.

31 Jul 1997: The 737-800 makes its first flight, with Boeing Capts. Mike Hewett and Jim McRoberts at the airplane’s controls. At 9 a.m. PDT, the 129-foot, 6-inch 737-800 takes off from Renton Municipal Airport in Renton, Wash., as Boeing employees cheer. After heading north over Lake Washington, the pilots fly north to the Straits of Juan de Fuca and conduct a series of flight tests between there and Tatoosh. Three hours and five minutes later, the airplane lands at Boeing Field in Seattle.

17 Dec 1997: Boeing delivers the first Next-Generation 737-700 to launch customer Southwest Airlines. The event is marked by a brief ceremony at Boeing Field. The airplane later departs for Love Field in Dallas, Texas.

23 Jul 2000: The first Next-Generation 737-900 stars in a ceremonial rollout at the Renton factory. Employees of launch customer Alaska Airlines and Boeing employees who worked on the 737-900 program attend the event.

12 Jan 2001: First production 737 “blended” winglets arrive in Seattle, Wash.

14 Feb 2001: The first shipset of “blended” winglets is installed during production of a Next-Generation 737 at the Renton, Wash. factory.

14 May 2004: The 1,500th Next-Generation 737 is delivered to ATA Airlines. The Next-Generation 737 family reached this milestone delivery in less time than any other commercial airplane family, six years after the delivery of the first model. The Next-Generation 737 bested the previous record holder, the Classic 737 series, by four years.

17 Jan 2005: Final assembly time for Next-Generation 737 is cut to 11 days, making it the shortest final assembly time of any large commercial jet. The feat marks a 50 percent reduction in assembly time since the implementation of Lean tactics began in late 1999.

13 Feb 2006: Delivery of the 5,000th 737.

8 Aug 2006: Rollout of first 737-900ER.

7 Feb 2014 Boeing raise 737 production to 42 aircraft a month

13 Mar 2015 New Panel Assembly Line introduced for building wing panels to reduce 737 assembly time

Top Photo: Jim Anderson/Boeing.

Boeing 737 Operators Slide Show: AG Airline Slide Show


Sriwijaya Air takes delivery of the first two Boeing 737-900 ER airplanes

Sriwijaya Air (Jakarta) and Boeing (Chicago, Seattle and Charleston) on August 20 celebrated the delivery of two new Next-Generation 737-900 ER (Extended Range) airplanes (PK-CMO and PK-CMP). This is the first all-new airplane delivery for Sriwijaya Air, Indonesia’s third largest carrier.

Sriwijaya Air logo

The airline operates an all-Boeing fleet of 737 airplanes and offers flights to various Indonesian destinations and a select few international cities.

Copyright Photo: Joe G. Walker/AirlinersGallery.com. Boeing 737-9LF ER PK-CMP (msn 41843), previously planned for UTair, is named “Keiginan”. The new jetliner is pictured on a test flight from Boeing Field in Seattle on August 15.

Sriwijaya Air aircraft slide show: AG Airline Slide Show

AG Bottom Ad Bar


Mitsubishi Aircraft opens its new Seattle Engineering Center

Mitsubishi Regional Jet (MRJ)(Mitsubishi)(LRW)

Mitsubishi Aircraft Corporation opened and started full operations of the Seattle Engineering Center (SEC) in Seattle, Washington, an engineering arm of its subsidiary, Mitsubishi Aircraft Corporation America, Inc. The opening of a development center in Seattle, the global hub of the aviation industry, enables Mitsubishi Aircraft to tap professional expertise on aircraft development and to accelerate the development of the MRJ (Mitsubishi Regional Jet).

Mitsubishi Aircraft logo

Mitsubishi Aircraft held an opening ceremony on August 3 to celebrate the opening of the Center. The ceremony was attended by numerous distinguished guests, including Jay Inslee, Washington State Governor; Masahiro Omura, Consul General of Japan in Seattle and Lee Human, President, Aerospace Testing Engineering & Certification L.L.C. (AeroTEC), one of the partner companies of Mitsubishi Aircraft. Present from Mitsubishi Aircraft were Hiromichi Morimoto, President and Kenichiro Honda, Vice President, SEC, Mitsubishi Aircraft Corporation America.

SEC will work with AeroTEC, which has extensive experience and expertise, to accelerate the MRJ’s conformity activities and provide prompt support for flight tests in the U.S. that are scheduled to start in the second quarter of 2016 based at the Grant County International Airport at Moses Lake in Washington. SEC will be operated with approximately 150 members, including about 100 engineers recruited mainly in Seattle and about 50 engineers from Japan.



Boeing gets ready again for the 2015 NFL football season in support of the Seattle Seahawks

Boeing 747-800F N841BA (Seahawks)(tail)(Katie Lomax)(LR)

Boeing (Chicago, Seattle and Charleston) is getting ready for the upcoming 2015-2016 National Football League (NFL) season and in particular the hometown Seattle Seahawks team. The company has painted a different 747 in the “12th Fan” livery with “In it to win it!” titles.

The 747 will perform at the annual Boeing Seafair Air Show at Lake Washington in Seattle on August 2.

Read more from Randy’s Journal (Boeing) > CLICK HERE

Photo: Katie Lomax/Boeing. Boeing 747-83QF N841BA (msn 60119) is the Jumbo that now wears the special Seattle Seahawks markings. Boeing 747-87UF N770BA (msn 37564) previously wore a similar livery during the Seahawks’ Super Bowl XLVIII victory in 2014.

Aeroflot to transfer 13 Boeing 737-800s to Pobeda

Aeroflot Russian Airlines (Moscow) on June 22 received permission at its annual general meeting of its shareholders to transfer 13 Boeing 737-800 aircraft to Pobeda (Moscow) on a long-term sublease.

Top Copyright Photo: Antony J. Best/AirlinersGallery.com. Aeroflot Russian Airlines’ Boeing 737-8LJ WL VP-BZB (msn 41199) departs from London (Heathrow) colors.

Aeroflot logo-1

Aeroflot aircraft slide show: AG Airline Slide Show

Pobeda logo

Bottom Copyright Photo: Steve Bailey/AirlinersGallery.com. Aeroflot subsidiary Pobeda’s new Boeing 737-8LJ VQ-BWH (msn 41206) arrives back at Boeing Field in Seattle after a test flight.

ANA drops Tokyo Narita – Paris CDG, up-gauges Tokyo Haneda

ANA (All Nippon Airways) (Tokyo) will drop the daily Tokyo (Narita) – Paris (CDG) route on October 25. Instead the carrier will up-gauge the current Boeing 787-8 Tokyo (Haneda) – Paris (CDG) route to the larger 787-9 according to ZipanguFlyer.

Read the full story: CLICK HERE

Copyright Photo: Steve Bailey/AirlinersGallery.com. Boeing 787-9 N1792B (msn 34502) became JA830A on delivery.

ANA aircraft slide show: AG Airline Slide Show

WestJet’s flight attendants approve the new contract, today launches flights to Scotland

WestJet logo

WestJet (Calgary) announced its flight attendants have voted in favor of a new work agreement with 81.7 percent of eligible flight attendants voting.

The airline continued;

A tentative agreement was negotiated between WestJet and the WestJet Flight Attendant Association Board (FAAB), the association representing its flight attendants, and was agreed to on April 21, 2015. Voting began on May 22, 2015, and ended May 28, 2015, at 9 a.m. MDT. Items in the ratified five-year agreement include compensation, work rules, standardized processes and a formal framework for discussion between WestJet flight attendants and the airline.

FAAB is a subgroup of WestJet’s Proactive Communication Team (PACT), the wholly-elected employee association representing close to 9,000 WestJetters. This is the first ratified agreement between WestJet and its flight attendants.

In other news, WestJet today (May 29) launches nonstop daily service between Halifax and Glasgow, Scotland, with same-aircraft service beginning in Toronto. The inaugural flight on WestJet’s #TartanTail leaves Toronto Pearson tonight at 6:10 p.m. EDT (1810) with a brief stop at Halifax Stanfield International Airport, before departing for Glasgow at 10:45 p.m. ADT.

“Today’s launch of service to the U.K. marks the start of another exciting chapter in the history of WestJet,” said Gregg Saretsky, WestJet President and CEO. “As Canada’s low-fare leader for nearly 20 years, we have dedicated ourselves to liberating Canadians from the high cost of air travel. With our service to Ireland and the U.K., we are making it more affordable than ever before to travel overseas, whether for business or leisure. As we prepare to take delivery of our first Boeing 767-300ER aircraft in July, this overseas experience continues to position us to be a truly global carrier in the years to come.”

Copyright Photo below: Joe G. Walker/AirlinersGallery.com. Boeing 737-8CT C-FUMF (msn 60128) at Boeing Field was handed over on January 29, 2015.

WestJet aircraft slide show: AG Airline Slide Show