I bet most people thought this was a joke! Photo: Chris Sloan | Airchive.com
The 1970s were a time of economic malaise for the west. Weirdly, the Soviet Union was chugging along at its own egregious and bizarre pace, and Soviet air travel needs had never been more pressing. Millions of Warsaw Pact and Soviet citizens needed to shuttle around the Iron living room. In fact, Aeroflot celebrated its hundred-millionth-passenger year in 1976. This called for larger aircraft. Engine technology issues were holding up Ilyushin’s domestic design, which we now know as the mostly-extinct IL-86.
The program to which the IL-86 stemmed from was formally known as the “aerobus”. The IL-86 was not supposed to be the only aircraft of the family of short, medium, and long-haul indigenous widebody aircraft.
Believe it or not, Tupolev almost built a similar aircraft (but widebody) to the Dassault Mercure. Photo: Alain Durand
Tupolev had stepped up to offer the Tu-184, an aircraft that was similar to a twin-aisle Dassault Mercure. Thankfully, at the time of its inception Andre Tupolev was still alive. He took one look at it and decided that the company should not waste any resources on what he was sure would be nothing but a reputation-wrecking disaster. Not that Tupolev was immune to civil aviation failures, they are simply beyond the scope of this article. They were also, usually, swept under the rug and blamed on Myashischev (a competing design bureau).
My travel map for the USA… Could I tick an extra state off that list? – Image: TravBuddy.com
Each year I set some travel goals for myself; that way throughout all the craziness that may happen during the year, I have a guideline of the things I want to see or do. OshKosh was on my list, as well as my trip home to Australia back in April. I was able to complete those and needed some additional challenges.
I realized fairly late in the year, after returning from New Zealand, that I had left a goal off my list. Being new to living in the USA, I want to see more of this country that I now call home. I had set a goal to add at least one more state to my list of those visited (I was sitting at 42 and I decided that I wanted to make it to at least 43 by the new year).
My colleagues at Airline Reporter found out about this and thought they would have a bit of fun with it. I could check off a state, but I had to do it for less than $100 and make a whole weekend out of it. I accepted the challenge.
Delta flight 2014, the final scheduled DC-9 (reg N773NC) flight, pushed back from the gate at MSP – Photo: Chris Spradlin
It was a cold day in Minneapolis, the coldest in decades. Despite the bitter temperatures, spirits were high at Minneapolis – St. Paul International Airport (MSP) as Delta Air Lines was preparing to operate their final scheduled McDonnell Douglas DC-9 flight. As the aircraft touched down after the first flight of a two-leg ceremonial routing, the sendoff began and the DC-9 would soon be history.
A small gathering of Delta pilots, flight attendants, and tech ops were on hand to say goodbye to an old friend. A banner commemorating the DC-9 was hung on the wall for all to sign as passengers and employees indulged in the decorative DC-9 cakes. Before boarding, a ground operations employee shared some final thoughts about the DC-9, slipping up and saying “on behalf of Northwest Airlines,” which really sums up the history of the DC-9 at Delta.
Born 48 years ago, the DC-9 has outlived many other fleet types since its introduction with Delta in 1965. The DC-9 was once before retired from the Delta fleet in 1993, but was introduced again in 2008 after the merger with Northwest Airlines. Northwest also inherited their DC-9s via a merger, this time with Republic Airlines in 1986. The airframe which operated the final flight, N773NC, started its life with North Central Airlines in 1978.
Southwest 737-700 (N711HK) seen at Dallas Love Field with Row 44 raydome between the strobe and vertical stabilizer. It also sports a retro-livery design.
On November 20, 2013 Southwest Airlines announced that, effective immediately, customers could use their portable electronic devices (PEDs) gate-to-gate. This was expected as other airlines had been making similar announcements earlier in the month after the FAA relaxed their rules. What wasn’t expected was that in-flight entertainment (IFE), through their Row 44 WiFi, would also be available gate-to-gate, making them the first U.S. airline to offer a seamless integrated experience, regardless of altitude.
Southwest Airlines has long been a renegade, going against the grain, often being successful with that strategy. When the industry zigs, they zag and usually find themselves with a competitive advantage. And that’s exactly what they did when they bucked the trend of U.S. airlines signing on with traditional passenger-level-hardware IFE. Instead, Southwest chose Row 44, an industry underdog to provide their connectivity. Row 44’s network is powered solely by satellite, whereas (at the time) the other big domestic players (i.e. GoGo) focused on terrestrial (land-based cell tower) service.
BONUS: GoGo Unveils New In-Flight Technology
I’m a known critic of IFE at the airline-provided-hardware level. I am of the school of thought that if you can give me WiFi, I’ll find a way to entertain myself, with my own device(s). BYOD (that is, “bring your own device”) is gaining in popularity across many industries and applications, so why not with airlines? Traditional IFE is expensive to implement, heavy to fly around, and requires added maintenance. With passengers likely to bring the added weight of their own devices anyway, why not simply eliminate the cost and complexity?
Southwest’s in-flight connectivity is nothing new, but has matured well beyond basic WiFi. I recently had the opportunity to try out the new gate-to-gate, or in my case, gate-to-gate-to-gate Row 44 on a business trip from Kansas City with a stopover at Dallas Love Field on my way to San Antonio. Let me say, I was impressed.