Just 6% Of Transatlantic US Flights Are Operated By Quadjets

After many months, the US has agreed to welcome fully vaccinated citizens from most European nations from November.…

Just 6% Of Transatlantic US Flights Are Operated By Quadjets

After many months, the US has agreed to welcome fully vaccinated citizens from most European nations from November. The details are still being decided, but it means a surge in bookings – vital on the road to recovery – with the hope of continually improving numbers. We see that 21 aircraft types are scheduled between the US and Europe in November, with the A330-300 having the most flights.

The A330-300 has more flights between Europe and the US than any other type. While most aircraft are less used than in 2019, newer aircraft, including the A330-900, A350-900, and B787-10, have more flights. Photo: Vincenzo Pace | Simple Flying.

21 types used between the US and Europe

Some 21 different types and variants are scheduled between the US and Europe in November, trawling through schedules information provided by the carriers to OAG reveals. The A330-300 is the most commonly used, with Delta, SWISS, Virgin Atlantic, Lufthansa, and SAS significant operators. Aer Lingus UK will also use the A330-300 from Manchester to Orlando, beginning November 27th.

  • A330-300: approximately 2,767 round-trip flights
  • B787-9: 2,343
  • B777-200ER: 1,973
  • B777-300ER: 1,950
  • A350-900: 1,298
  • B767-300ER: 1,101
  • B787-8: 728
  • B767-400ER: 526
  • A321neo: 511
  • B787-10: 510
  • A330-900: 450
  • B747-8: 360
  • B747-400: 300
  • A340-300: 267
  • A330-200: 261
  • A350-1000: 170
  • B757-200ER: 80
  • B737 MAX 9: 78
  • B737 MAX 8: 77
  • A380: 60
  • B777-200LR: 60

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Not every aircraft shown below is bookable, specifically the B777-200LR on Addis Ababa-Dublin-Washington Dulles with Ethiopian. The need to stop en route is because of Addis’ high elevation – the airport is at 7,657 feet and more than a mile high – limiting aircraft takeoff performance.

Icelandair 757
Flights by the B757 will be down by 90% versus 2019. Photo: Getty Images.

Wow: quads now have just six in 100 flights

Quadjets have just 6.2% of flights in November, down from 14.9% in 2019, an eye-watering loss of 2,413 movements in two years. This is from a significant decline in A380 flights (down by 90%) and the B747-400 (down by 80%). It is also from no more A340-600s services, with neither Iberia nor Lufthansa now using the type.

The use of the B747-400 is now squarely in the hands of Lufthansa, with its aircraft scheduled to fly again from October 31st. And while the only A380 flights will be by Emirates on its Dubai-Milan Malpensa-New York JFK service, British Airways expects to use the double-decker from March 2022 and Singapore Airlines on Singapore-Frankfurt-JFK from January.

Lufthansa, Boeing 747, Mallorca
It’s not all bad news for four-engine aircraft. The B747-8 has one-third more flights than in November 2019, thanks to San Francisco now served by the variant. Photo: Vincenzo Pace | Simple Flying.

Narrowbodies have just 4.7% of flights

Many people talk about narrowbodies across the North Atlantic, often in the context of a lack of perceived comfort. In reality, they have fewer than five in 100 flights, down by one percentage point versus November 2019. This decline is from the B757, with Icelandair the only aircraft operator in November, although it expects to decide the type’s replacement by the year-end.

Narrowbodies are relatively minimal and lower even than four-engine aircraft despite the push towards smaller twin aircraft. Unless, of course, you’re looking at it on a specific operator basis, with Azores Airlines, JetBlue, and La Compagnie exclusively using narrowbodies. In contrast, others, including Aer Lingus, Icelandair, and TAP Air Portugal, rely heavily on them.

Are you planning any trips across the North Atlantic? Let us know in the comments.

Source : Simple Flying More   

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16 Years On: What Caused The JetBlue Nose Gear Incident?

On September 21, 2005, a JetBlue flight between Burbank and New York City had to do an emergency…

16 Years On: What Caused The JetBlue Nose Gear Incident?

On September 21, 2005, a JetBlue flight between Burbank and New York City had to do an emergency landing at Los Angeles International Airport. The incident was due to a malfunction of the nose gear. But, what happened on that day? Let’s investigate further.

JetBlue’s flight 292 had a hard landing 16 years ago. Photo: Andrewmarino via Wikimedia Commons.

JetBlue Flight 292

JetBlue scheduled Flight 292 between Burbank’s Bob Hope Airport and New York’s John F. Kennedy International Airport. The airline used an Airbus A320-232, registration N536JB (and called Canyon Blue).

Onboard Flight 292 on September 21, 2005, were 140 passengers and six crew members. The aircraft departed Burbank at 15:17 and was scheduled to fly nearly 2,500 miles to New York City.

The first officer was flying the aircraft. During the initial departure, he didn’t notice any problem and even had a positive rate of climb, according to the National Transportation Safety Board (NTSB).

Nevertheless, a few minutes after, the flight crew noted an error message displayed on the Electric Centralized Aircraft Monitoring system. The crew could not retract the nose landing gear.

While the captain consulted the flight crew operating manual, the first officer flew over Palmdale, California. But, after a while, it became obvious that the flight wouldn’t go all the way to New York.

JetBlue A320
The crew of the flight had to land at Los Angeles International Airport. Photo: Vincenzo Pace | Simple Flying

What happened next?

The crew diverted the flight to Long Beach, California. According to the NTSB, the captain decided to perform a flyby of the tower for verification of the gear status.

The tower, JetBlue ground personnel, and a local news helicopter advised him that the nose landing gear was canted 90 degrees to the left.

Instead of turning back to Burbank, the captain decided to land in Los Angeles International Airport. The NTSB discusses the captain’s choice “because it had optimum field conditions, runway length, and better emergency support services.” Before landing, the crew burn fuel for several hours.

Prior to landing, the captain announced its crew and passengers to brace for impact. He touched down at 120 knots, and did not use ground spoilers, reverse thrust, or auto-braking. Once the aircraft completely stopped, the air traffic control tower confirmed that there was no fire, and the passengers deplaned normally, using an airstair.

Both of the nose landing gear tires deflated and tore apart. Despite the abnormal nose landing gear configuration, the airplane stayed on the runway centerline, and its trajectory was unaffected.

16 Years On: What Caused The JetBlue Nose Gear Incident?
Following the incident, the NTSB launched an investigation. Photo: Vincenzo Pace | Simple Flying

What caused the incident?

Following the hard landing at Los Angeles, the NTSB launched an investigation on the incident. The Board determined,

“Examination of the nose wheel assembly with a borescope revealed fractured and separated anti-rotation lugs.”

It also added,

“The examination of the nose landing gear assembly revealed that two of the four anti-rotation lugs on the upper support assembly have fractured and separated from the upper support assembly. The other two lugs contained cracks.”

Following the incident, Airbus issued an Operations Engineering Bulletin. This technical information provided a procedure for the flight crew to reset in flight the Brake Steering Control Unit which controls the nose landing gear.

Have you heard of JetBlue’s nose gear incident before? What else do you know? Let us know in the comments below. 

Source : Simple Flying More   

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