You’re sitting by the gate at the airport, watching the clock tick closer to your flight’s boarding time. Suddenly, there’s a *ding* overhead as the PA system comes on. Your stress levels rise. You know what’s coming. “Sorry folks, but departure has been delayed by an hour due to [insert any one of a million reasons / excuses here].”
In the airline world, on-time performance is hard. Airplanes are complex, ground operations are a logistical nightmare, and weather can wreak havoc on even the best-managed carriers. Given all those factors, it’s sometimes surprising how many flights still do leave on time. Most airlines rise and fall in the Department of Transportation’s on-time performance rankings. But over the past fifteen years, one U.S. carrier has kept an iron grip on the top position: Hawaiian Airlines.
We just wrote about our flight from Oakland to Maui on one of the airline’s new Airbus A321neos. After landing, we sat down with Hawaiian’s Head of Neighbor Island Operations Pat Rosa, who discussed what goes into Hawaiian’s on-time performance. Sure, Hawaii’s lack of snowstorms helps (though the islands still deal with their share of bad weather). But there’s plenty more ingredients that go into Hawaiian’s secret sauce for punctuality. Pat also talked about the unique culture within the islands’ home airline, his love for the new A321neo fleet, and his excitement for the airline’s Boeing 787 order.
If you love behind-the-scenes looks at airlines you definitely don’t want to miss this one, so read on!
Beautiful intake fan blades on the Airbus A321neo
Recently, America lost an airline. Well, sort of. The happy Eskimo on Alaska Airlines’ tail got hungry and decided to gobble up Virgin America, the relatively small but much beloved Bay Area-based carrier. As Alaska adopted the fleet and people of Redwood (Virgin America’s old callsign), it started repainting Virgin planes and making plans to replace aircraft interiors with a consistent Alaska product.
But at least for now, remnants of Virgin America’s unique style can still be found … if you know where to look. Try Alaska’s new A321neos, originally ordered by Virgin America. We experienced one firsthand on a transcon flight from Washington Dulles to San Francisco, and were delighted by the spacious seats, cabin comfort, and the very purple Virgin sense of style.
Read on for more photos and videos from this new-yet-nostalgic ride.
A Delta 757 in the Sky Team livery on approach to Seattle-Tacoma International Airport
The recent announcement by Delta Air Lines that it will be ordering 100 new Airbus A321neo jets could put a nail, or perhaps rivet, into the coffin of a 757 replacement.
I knew this Delta announcement was coming years ago when I was working for Boeing and had an insightful chat with a very high-ranking Boeing executive. The chat was not in a public forum, so I will not say who it was, but trust me – this person knew what he was talking about. He told me that he felt Delta may never buy from Boeing again. He went on to talk about how Delta’s former CEO, Richard Anderson, and its current leadership, was pretty much married to the French conglomerate.
Prior to Delta, Anderson made a couple of big Airbus purchases while heading Northwest Airlines. Delta’s entire A319, A320 and A330 fleet comes from Northwest. So what’s this have to do with the flirtation of a new 757? Delta is far and above the biggest 757 user with 128 757s, a total that was boosted after the 2008 merger with Northwest Airlines. United’s the next-largest passenger carrier at 77 and American is third with 52. The aircraft is still popular in the US, but not as much overseas.
People gathered at Toulouse-Blagnac Airport on 25 September 2014 to witness the historic first “neo” flight – Photo: Airbus
Recently, Leeham News broke news to the world that Airbus is offering a new variant of the A321neo. This aircraft, dubbed the A321neoLR (rolls right off the tongue, right?) is set to extend the range of the aircraft an additional 400-500 nautical miles (nm) over the standard A321neo (now slated to be around the 4,000 nm mark). Airbus has confirmed the aircraft, according to Leeham, and they say that it will have a 100 nm range advantage over the 757-200W, the variant used primarily for trans-Atlantic flights.
Is this new aircraft the death knell finally for the 757?
The 737-900ER is a popular choice as a longer-range aircraft to replace older 757s, but is it the right fit? Photo: Alaska Airlines
We have looked multiple times at the differences between the 757 & the A321. The two aircraft have always gone back and forth as apparent direct competitors and even the new 737-900ER, which seem to be extremely popular with airlines like Delta, Alaska or the Lion Air Group from Indonesia, can’t seem to replace the 757.
What keeps Boeing from producing a new aircraft to properly replace the 757?