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Innovative Airline Operations: The Turnaround

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As the aviation sector continues its forward momentum, the transformative technology shifts aren't limited to just the airline retail experience we highlighted in our recent Airline Tech Transition Report .

There's another core segment of the airline ecosystem that's pivotal to its efficient functioning – airline operations.

Within the complex realm of airline operations, three pivotal areas stand out, each undergoing significant innovative overhauls that are reshaping traditional operational methods:

  • Ramp Terminal Operations : Preparing the aircraft for its next journey.
  • Flight Operations : Managing the aircraft while it's in the air.
  • Post-Flight Operations : Streamlined management of luggage post-landing.

In this analysis, we'll take a closer look at the first of these critical areas – Ramp Terminal Operations – exploring its nuances and understanding its evolving role in the broader operational landscape of airlines.

Aircraft-Turnaround

RAMP TERMINAL OPERATIONS: RACING AGAINST TIME

In the aviation world, the clock is always ticking!

Each minute holds monumental value, especially when aircraft are grounded. As the famous airline saying goes: planes don't make money sitting on the ground . The essence of an efficient airline operation lies in how promptly it can prepare an aircraft for its next journey – all while maintaining the highest safety standards and ensuring top-notch service.

As the airline industry constantly evolves, so do the methods and technologies that support it. Today, the emphasis on efficient Ramp Terminal Operations isn't just about manual precision but about leveraging cutting-edge technologies to ensure seamless operations.

The intricate dance that constitutes Ramp Terminal Operations revolves around swift yet organized coordination. This process isn’t merely about restocking amenities or refueling the aircraft. It involves orchestrating a multitude of stakeholders, for example, the strategic alignment between an airline’s fleet planning, schedule planning, passenger reservations, in-flight and ground operations, and especially airplane maintenance systems. Furthermore, this coordination extends to interactions with external entities such as air traffic controllers, airport authorities, and control authorities like immigration and customs. These latter elements add significant uncontrollable factors to the process, contrasting with the aspects airlines can control. This dichotomy between controllable and uncontrollable aspects is a critical consideration in the efficiency and success of the turnaround process.

As a result of this complexity, a single turnaround typically consists of hundreds of individual tasks, involving more than 75 different people and entities .

So, what drives this push for optimizing turnaround times, especially in today's rapidly evolving aviation landscape?

Let's dive into the three pivotal reasons that are more urgent now than ever before, underscoring the importance of shaving off every possible minute from the aircraft turnaround process.

WHY MINIMIZING TURNAROUND TIMES IS PARAMOUNT

Before an aircraft embarks on its next journey, it undergoes a crucial period of preparation. First, it remains stationed at the gate, allowing passengers to disembark, cargo and baggage to be unloaded, and necessary services, including refueling, cleaning, catering, and maintenance to be performed. Following this, cargo and baggage are loaded afresh, and a new set of passengers board. The time this cycle takes, averaged over numerous trips, is what the industry denotes as 'average turn-time'.

These average turn-times are constantly under pressure to be kept as short as possible. 

Let’s briefly explore why.

Aircraft-Turnaround-1

1. THE ECONOMIC IMPERATIVE OF EFFICIENT TURNAROUND 

For airlines, time is money – quite literally. An airplane on the ground is usually an asset not generating revenue. Thus, the quest for minimizing average turn-time isn't merely operational but fundamentally economic.

This is especially true for low-cost airlines that rely heavily on quick turnarounds for efficient operations. However, it's important to note that for many legacy carriers, the equation can be more nuanced. For them, scheduling optimal connectivity in their hub-and-spoke systems often takes precedence. Additionally, in some cases, aircraft may need to remain on the ground for extended periods due to time differences and specific flying patterns. Thus, while efficient turnaround is universally valuable, its impact and implementation can vary significantly between different types of carriers.

In the case of budget airlines, the foremost consideration is airplane utilization. Especially for carriers championing point-to-point routes and those with shorter average trip lengths, efficient utilization is a key necessity. Such carriers typically adopt a streamlined approach: they employ a simplified fleet structure, limit airplane types, and emphasize high airplane utilization.

This lean operational model offers dual benefits:

  • Firstly, with a limited variety of airplanes, swapping out an aircraft in case of unforeseen technical glitches becomes smoother.
  • Secondly, elevated airplane utilization allows these airlines to distribute their fixed ownership expenditures across a larger number of flights, effectively diminishing costs on a per-seat-mile or per-trip basis.

Boeing's research  crystallizes the economic significance of reducing turn-times. By shaving off a mere 10 minutes from the average turn-time (reducing it from 40 to 30 minutes), airplane utilization surges by an impressive 8% for a typical point-to-point carrier.

Aircraft-Turnaround-2

While the advantages of decreased turn-times are clear, assigning an exact monetary value to such reductions is challenging. Grounding costs are influenced by a myriad of factors, from the specifics of aircraft financing and aircraft type to variables like route specifics, fuel prices, load factors, and more.

While it's challenging to pinpoint an exact financial figure, the economic rationale for minimizing turn-times remains unquestionable. As such, the push for enhancing efficiency in turnaround operations is primarily about profitability.

2. The Passenger's Perspective on Turnaround Times

While airlines grapple with the economics of turnaround times, passengers are primarily concerned with another facet: punctuality.

Punctuality is not just about the flight departing and arriving on time. For many travelers, especially those on connecting flights, punctuality is crucial for ensuring connectivity. A delay in one segment can have a ripple effect, potentially causing passengers to miss their connecting flights and disrupting carefully planned itineraries. Therefore, maintaining strict adherence to scheduled turnaround times is essential not just for economic reasons and operational efficiency but also for ensuring that passengers can reliably reach their destinations or make their connecting flights without undue stress.

According to our proprietary OAG Flight Status Data , while a delay of about six minutes in planned turnaround can often be recuperated  at some stage during a flight, anything beyond this window typically culminates in agonizing delays.

Data from our OAG analysis in March 2023  provides the regularity of this issue.

  • Alarmingly, none of the major US airlines consistently achieved their aircraft turnarounds within the projected timeframes.
  • United Airlines was the lone contender that managed to keep the variance within the six-minute gap between planned and actual turnaround times.

Aircraft-Turnaround-3

Our findings from March, while indicative, represent only a high-level view given the small sample size of 10 airports and 25 airlines. However, they do align with larger industry trends observed across various markets. According to the 2023 Turnaround Benchmark Report , the average ground delay, even among the best-performing short-haul airlines in the world (categorized as those in the top 75th percentile in terms of turnaround time), is an alarming eight minutes. This statistic highlights the significant challenges that even the most efficient airlines face in optimizing turnaround times.

What does all this mean for the average traveler?

Simply put, disruptions and discomfort.

  • Recent studies indicate that flight delays feature prominently among the top three frustrations  that air travelers complain about.
  • Frost & Sullivan estimates  that a 1% reduction in on-time performance in a given year results in a reduction of up to 0.6% of an airline’s net promoter score.

Thus, streamlined and punctual turnaround times aren't just an economic necessity – they're a core pillar of customer satisfaction. This holds true for all carriers, spanning the spectrum from short-haul point-to-point providers to long-haul legacy specialists.

3. The Green Angle of Turnaround Times

The call for sustainability is bellowing louder than ever, especially in the airline industry .

As stakeholders and passengers push for a “greener” travel experience , airlines are compelled to scrutinize every facet of their operations, from in-flight procedures to on-ground activities.

While the main engines might be silent during the turnaround, the aircraft is far from inactive. An essential player here is the aircraft's Auxiliary Power Unit (APU), typically nestled in the tail cone. Even with the main engines switched off, the APU runs, providing vital electrical and mechanical power. This includes maintaining air conditioning, powering essential cockpit systems, and eventually aiding in restarting the main engines.

While the APU serves a pivotal role, it’s not without its environmental footprint. Every minute of delay in turnaround times adds to the APU's operational duration. While the emissions might seem minor in isolation, they accumulate rapidly.

  • Reducing each flight's turnaround time by just a single minute, thus cutting APU runtime, can lead to a CO2 reduction of over 3 kg  – a seemingly modest amount.
  • But when projected across the anticipated 32 million flights in 2023 , this translates to a staggering industry-wide savings of over 172 million  kg of CO2.

Aircraft-Turnaround-4

Recent research supports this savings potential:

  • The Turnaround Report  finds out that among the 25% least efficient airlines in terms of turnaround management, an average of 16 minutes of additional APU operation equates to a burn of approximately 27kg of extra fuel, translating to over 85kg of additional CO2 emissions.
  • This Transport and Environment Study  illuminates that accurate departure time forecasts would significantly trim down unnecessary APU emissions, reinforcing the importance of a tight turnaround schedule.

Notably, this carbon footprint could be effortlessly sidestepped if turnaround times adhered closely to the plan – no revolutionary electric or hydrogen-based jet engine needed.

So while many view sustainability through the lens of in-flight practices only, the significance of ground operations cannot be ignored. After all, every saved minute on the ground is a stride toward a greener tomorrow.

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THE TECH BEHIND PERFECTING TURNAROUND TIMES

To appreciate the transformative potential of faster turnaround times, it's vital to evaluate how these improvements can be realized consistently and safely. The fusion of innovation and technology is the keystone to this advancement. This journey of innovation unfolds in three distinct phases:

Aircraft-Turnaround-5

1. MANUAL OPTIMIZATION

At its core, this is about refining and rigorously standardizing turnaround processes. A consistent and clearly defined approach to turnaround processes like cleaning, cargo handling, and passenger boarding can significantly smooth operations. The more these processes are repeated, the more streamlined they become. This is when little windows of opportunity for improvement show up.

One compelling example showcases Delta Airlines' awareness: it tweaked the angle  at which aircraft are pushed away from the gate. A shift from 90 degrees to 45 degrees saved the company just a minute or two each time, but these small increments, over time, prove monumental, as we learned above.

There are many other straightforward ideas  to augment this efficiency further. While these manual optimizations are invaluable, they offer only limited upside potential. For more transformative shifts, technology-led innovation is imperative.

2. Smart Visibility

This second phase is anchored in leveraging today’s technology to keep a vigilant eye on ongoing processes and to enhance planning. A notable example is AeroCloud , which boosts its Airport Management Systems by combining flight data from multiple sources. This ensures a real-time, up-to-date single source of truth around flight activities, facilitating better planning for upcoming turnarounds.

Employing computer vision allows for real-time operational monitoring, flagging any deviations from optimal performance. Springshot is such a case in point. Developed in 2011, Springshot is an operations platform that provides aviation managers and planners with a unified control panel for smooth daily operations. By integrating our OAG data , Springshot equips airports and airlines with tools for accurate and balanced resource distribution. Its systems, fueled by automation, integrations, and AI, help save millions of dollars by preventing delays.

Assaia , a travel-tech startup from Switzerland, is another powerful example. The company’s partnership with airports, like the one in Halifax, Canada, employs a synergy of Artificial Intelligence and computer vision. Its solution can, for example, assist in efficient de-icing processes , a frequent cause of delays. By integrating data from the gates, the de-icing pad, and other essential inputs, the technology facilitates better coordination, minimizing blockages. Assaia's tech suite, with its real-time alerts and event detection capabilities, claims over 12% turnaround time improvements .

Other tech giants, including IBM , have also channeled their expertise into the turnaround domain, creating unified platforms to enhance collaboration and streamline operations. An array of tech solutions, from emerging startups like Aerogility  and EXSYN  to long-time tech pioneers like Honeywell  and IBS Software , are also making waves in this space. Not to mention airline-owned solutions such as those from Lufthansa Systems .

What all these examples have in common is that they lie at the intersection of data, people, and technology, making sense of the data and connecting the right people.

3. The AI-Driven Future

The journey of innovation in airline operations is steadily integrating AI technologies, not only for monitoring and detecting but also for proactive adjustments that enhance operational efficiency.

A prime example of this unfolding AI future is the “ Deep Turnaround ” system at Amsterdam Schiphol Airport (AMS). This AI-driven solution, equipped with cameras, tracks over 70 steps in the aircraft turnaround process to predict its duration and estimate when a plane is ready to push back from the gate. Although still in its early stages, “Deep Turnaround” has already shown positive results  and is not limited to Schiphol. Recently, it was revealed that this system is also being tested at other airports, including Eindhoven Airport . 

With this in mind, imagine the expansive potential of such technology. For instance, an AI system could use real-time weather updates to foresee delays and automatically redirect fuel or cargo handling to another aircraft due for an imminent departure. This proactive adaptation ensures no time is wasted, resources are optimally utilized, and the integrity of the flight schedule is maintained. These advancements signal a future where AI not only tracks and reports but dynamically orchestrates operational decisions, leading to more efficient, timely, and sustainable airline operations.

This future vision underscores a seamless, automated ecosystem where every piece of data is not just collected but also actioned upon in real-time, ensuring optimal turnaround efficiency.

In wrapping up, it's clear that the most effective solutions for airlines emerge from the synergy of innovation, data, and technology. These elements serve as invaluable aids to dispatchers and movement controllers, offering enhanced visibility and informed decision-making. However, it's important to recognize that while these advancements significantly assist operational processes, they are not replacements for human insight. Commercial considerations and other critical factors still require human oversight and intervention. As the airline industry continues to evolve, the adept management of turnaround times, augmented by these technological aids, will play a crucial role in determining its future course and success.

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American Airlines to buy 260 new planes from Boeing, Airbus and Embraer to meet growing demand

DALLAS — American Airlines announced a massive order for new planes on Monday, splitting 260 new aircraft between Boeing, Airbus and Embraer in a move designed to meet growing travel demand and increase the airline’s supply of premium seats.

American said it placed options for up to 193 more planes over the next several years.

The airline and aircraft-makers did not disclose financial terms for the orders.

The package of orders includes 85 Boeing 737 Max 10s — a larger version of the Max that has not yet been certified by U.S. regulators. The plane is already years behind schedule, and United Airlines — which has 277 on order — removed the Max 10 from its plans , at least temporarily.

Boeing is under intense scrutiny by the Federal Aviation Administration to fix problems in its manufacturing system, particularly since a panel blew off an Alaska Airlines Max 9 in midflight in January.

American gave the U.S. plane-maker a vote of confidence, however, even converting a previous order for 30 Max 8s to the larger Max 10s.

It also ordered 85 A321neo planes from Airbus, Boeing's European rival . The A321 and Max 10 are about the same size.

The Fort Worth, Texas-based airline also ordered 90 smaller E175 aircraft from Brazil's Embraer .

The planes are all single-aisle, so-called narrow-body aircraft that American will use for flights within the United States and to nearby international destinations. In a presentation for analysts Monday, American called its short-haul network “the foundation of value for customers and investors.”

American CEO Robert Isom said the airline has invested heavily in the last decade — more than 600 planes, including those used by its regional affiliates — to modernize and simplify its fleet, which is already the largest among U.S. carriers.

“These orders will continue to fuel our fleet with newer, more efficient aircraft so we can continue to deliver the best network and record-setting operational reliability for our customers,” Isom said in a statement.

American now has orders for 440 planes, some of which aren’t scheduled to be delivered until next decade.

American is joining rivals Delta Air Lines and United Airlines in chasing premium passengers. American said it will retrofit its current Airbus A319 and A320 jets with power outlets at every seat and more first-class seats.

Those upgrades and new planes will help American increase the number of premium seats in its fleet by more than 20% by 2026. That is key to the airline’s strategy: American said Monday that members of its frequent-flyer program and other customers who buy premium seats will account for 80% of company revenue this year, up from 70% in 2017.

American announced the aircraft order — which had been widely expected — a few hours before an investor day meeting with Wall Street analysts in New York.

American executives did not update their January forecast of first-quarter and 2024 earnings. They said capital spending on aircraft will rise from $1.9 billion last year to $2.3 billion this year and to between $3 billion and $3.5 billion per year to 2030.

Shares of American Airlines Group Inc. fell more than 5% by the end of regular trading.

This story has been corrected to show that United has 277 Max 10s on order, not 100.

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Travel tech takes flight: Top trends to watch in 2020

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Technological innovation will further define not only the experience of travelling, but also what it means to travel in 2020. So says Panasonic Avionics, which highlights innovative trends in travel tech such as DNA travel adventures, ecotourism, and cash-free travel and says such cross-pollination will make 2020 an important year shaping the future of flying.

DNA heritage travel  

While family vacations are evergreen, trekking across the globe to learn more about one’s family origins is still a relatively new prospect. By the start of 2019, already some 26 million individuals had taken elective at-home DNA tests. With that number expected to hit 100 million in 2020, DNA pilgrimages are definitely having a moment.

Last spring, genetics testing company 23andMe and hospitality company Airbnb partnered to cater to heritage travellers, with offerings including travel tips, suggested itineraries and booking information in their country of origin based on their DNA results.

AncestryDNA, meanwhile, partnered with cruise ship lines such as Cunard and Regent Seven Seas Cruises to offer genealogy-themed cruises featuring Ancestry ProGenealogists guest speakers, onboard education sessions and even guided tours of the various ports of call.

Airlines and other travel sector stakeholders who take advantage of this trend should expect to be very busy in the year ahead, notes Panasonic.

Piggybacking on last year’s trend towards sustainable travelling , ecotourism goes one step further by actively engaging travellers in making a difference in their destination locales.

Whether it’s planting trees, trekking ethically through the jungle, or simply collecting garbage on a remote stretch of beach, ecotourism is hotter than ever. Booking.com’s   latest Sustainable Travel Report  found that travellers not only actively seek out eco-friendly airlines , hotels and destinations, but also highly value services and apps that alert them to eco-friendly options and activities at each touchpoint on their journey.

Slow-mo catches up

Whether travellers are inspired by Greta Thunberg’s epic trans-Atlantic boat journey this year or are simply looking for the chance to slow down and enjoy the ride, slower, alternative modes of transportation are expected to be huge in 2020.

In fact, Booking.com’s Travel Predictions 2020 report found that 62 per cent of travellers said they’d prefer a journey where the mode of transportation was part of the experience. Meanwhile, 56 per cent reported that they wouldn’t mind taking longer to get where they are going if they were journeying via a unique method like train, boat, or bicycle.

Cash-free travel

Fuelled by millennials’ aversion to cash (and sometimes even credit cards), the travel industry should expect to see a lot more virtual wallets in the year ahead.

This is partly inspired by cashless experiences in European and Asia-Pacific countries, where mobile wallets are taking the payments sector by storm. For instance, the Japanese government is working toward becoming totally cashless, with an eye to making the upcoming Tokyo Olympics an almost totally cashless experience.

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NASA X-59 Experimental Aircraft’s Quiet Revolution in Supersonic Flight

By NASA March 3, 2024

NASA X-59 Quiet Supersonic Research Aircraft Glamour Shot

NASA’s X-59 quiet supersonic research aircraft is dramatically lit for a “glamour shot,” captured before its January 12, 2024, rollout at Lockheed Martin’s Skunk Works facility in Palmdale where the airplane was constructed. Credit: Lockheed Martin / Michael Jackson

Ground tests for NASA ’s X-59 aircraft show promising advancements in recording quiet sonic booms, setting the stage for quieter supersonic travel.

NASA’s X-59 experimental aircraft is unique – it’s designed to fly faster than the speed of sound, but without causing a loud sonic boom. To confirm the X-59’s ability to fly supersonic while only producing quiet sonic “thumps,” NASA needs to be able to record these sounds from the ground. The agency recently completed tests aimed at understanding equipment and procedures needed to make those recordings.

Groundbreaking Ground Recording Systems

NASA’s Carpet Determination In Entirety Measurements (CarpetDIEM) flights examined the quality and ruggedness of a new generation of ground recording systems, focusing on how to deploy the systems for X-59 testing, and retrieve the data they collect. In all, researchers set up 10 microphone stations over a 30-mile stretch of desert near NASA’s Armstrong Flight Research Center in Edwards, California.

Preparation and Testing Phases

“We’re trying to answer questions like how many people does it take to go out and service these instruments on a daily basis, how to get the data back, how many vehicles are needed – all those sorts of things on how we operate,” said Dr. Forrest Carpenter, principal investigator for the third flight series, known as CarpetDIEM III. “We’re kind of learning how to dance now so that when we get to the big dance, we’re ready to go.”

The X-59 itself is not yet flying, so using an F-15 and an F-18 from NASA Armstrong, the CarpetDIEM III testing involved 20 supersonic passes with speeds ranging from Mach 1.15 to Mach 1.4, at altitudes ranging from 40,000 to 53,000 feet. Three of the passes involved an F-18 conducting a special inverted dive maneuver to simulate a quiet sonic boom, with one getting as quiet as 67 perceived level decibels, a measure of the perceived noisiness of the jet for an observer on the ground.

Larry Cliatt

Aerospace engineer Larry Cliatt, Quesst Phase 2 sub-project manager and technical lead for the acoustic validation phase of the Quesst mission, sets up a ground recording system in the California desert. The Quesst mission recently completed testing of operations and equipment to be used in recording the sonic thumps of the X-59. The testing was the third phase of Carpet Determination in Entirety Measurements flights, called CarpetDIEM for short. An F-15 and an F-18 from NASA’s Armstrong Flight Research Center in Edwards, California, created sonic booms, both loud and soft, to verify the operations of ground recording systems spread out across 30 miles of open desert. Credit: NASA/Steve Freeman

Lowering Sonic Boom Loudness

“We expect the X-59 sonic thump to be as low as about 75 perceived loudness decibels,” said Larry Cliatt, sub-project manager for the Quesst acoustic validation phase. “That is a lot quieter than the Concorde, which was over 100 perceived loudness decibels.”

In order to measure these very quiet sonic thumps, the ground recording systems used in the CarpetDIEM flights were calibrated to measure as low as about 50 perceived loudness decibels – the equivalent to being in the room with a running refrigerator.

CarpetDIEM III also validated the use of Automatic Dependent Surveillance-Broadcast, an existing technology flown on all commercial aircraft and most private aircraft to report speed and position. This system triggers the ground recording systems to begin recording.

“We can’t have 70 different people at every single instrumentation box,” Cliatt said. “We had to find a way to automate that process.”

Forrest Carpenter

Dr. Forrest Carpenter, left, principal investigator for the third phase of CarpetDIEM, Carpet Determination in Entirety Measurements flights, monitors a test from one of the control rooms at NASA’s Armstrong Flight Research Center in Edwards, California. Next to Carpenter is Brian Strovers, chief engineer for Commercial Supersonic Technology. The third phase of CarpetDIEM tested logistics and upgraded ground recording systems in preparation for the acoustic validation phase of the Quesst mission. Credit: NASA/Steve Freeman

Durability and Efficiency

The recording systems are designed to withstand the desert elements, the extreme heat of summer, and the cold of winter, and to be resistant to damage from wildlife, such as chewing by rodents, coyotes, and foxes.

“When we get to Phase 2 of the Quesst mission, we expect to be doing these recordings of sonic thumps for up to nine months,” Cliatt said. “We need to be able to have instrumentation and operations that can facilitate such a long deployment.”

Another lesson learned – setup time for the recording stations was just under an hour, compared to the anticipated 2 1/2 hours. Given the performance of the systems, the team will assess whether they need to visit all the sites every day of Phase 2 testing.

Collaboration and Coordination

The team also learned about the coordination and documentation processes needed for such research, both with internal organizations, such as NASA Armstrong’s Environmental and Safety offices, and with outside parties including:

  • The U.S. Bureau of Land Management, which gave approval to use public lands for the testing
  • Law enforcement, which helped secure the test site
  • The Federal Aviation Administration, which gave approval for NASA jets to fly outside the Edwards Air Force Base restricted airspace in order to conduct a portion of the CarpetDIEM tests

Looking Ahead

To prepare for Quesst Phase 2, researchers expect to conduct practice sessions in 2024, incorporating all the lessons learned and best practices from all three phases of CarpetDIEM.

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Ryanair CEO wants Boeing to pay his budget airline compensation after Alaska Airlines incident puts summer travel season under threat

ryanair ceo Michael O'Leary with his hands up in the air

Ryanair, Europe’s largest airline by passenger volume, is starting to reel from the impact of Boeing’s safety scrutiny after a panel fell out from one of its Alaska Airlines airplanes in January.  

The budget airline’s CEO, Michael O’Leary, has slammed Boeing for being a manufacturing “shit show” as potential delays in aircraft deliveries for the summer could mean bad news. 

Ryanair initially expected 57 Boeing 737 Max jets by June, but the airline’s CEO isn’t so sure anymore. 

“Our growth has been constrained because at this point in time we don’t really know how many aircraft we’re going to get from Boeing,” O’Leary said during a private media briefing on Friday, according to the Financial Times .

The Irish group operated 3,000 flights weekly last summer. But this time around, it could be forced to cut flights and hike fares by as much as 10% in response to cope with the season’s demand. 

The Ryanair chief is also looking to be compensated by Boeing as delays persist with aircraft deliveries, hurting its ability to service passengers during peak travel season.  

“Boeing would try to claim that it’s excusable. I think we will get some modest compensation out of Boeing. But our focus is not getting compensation out of Boeing, our focus is getting the bloody aeroplanes out of them,” O’Leary said.

Impact of Boeing scrutiny 

Boeing has been caught in the eye of a storm surrounding the safety of its airplanes following the Alaska Airlines mishap last month. It resulted in a halt in the expansion of its 737-9 Max aircraft’s production and hundreds of flight cancellations . Alaska Airlines has also demanded reimbursement from Boeing as the grounded Boeing jets could amount to a loss of at least $150 million , the company said last month.     

Ryanair’s O’Leary has said in the past few weeks that he’s confident about Boeing’s top executives steering the company through its safety crisis, but at the same time, has been vocal about the airline’s delay being “inexcusable.” 

“We deeply regret the impact this is having on our valued customer Ryanair. We’re working to address their concerns and taking action on a comprehensive plan to strengthen 737 quality and delivery performance,” a Boeing spokesperson told Fortune in a statement Monday. 

The growing scrutiny over Boeing has direct implications for Ryanair as it’s a big customer of the Virginia-based aircraft-maker, ordering more than 350 Max jets in recent years. At one point, O’Leary offered to buy up extra 737 Max 10s if there were no takers in the U.S. 

The company has set a lofty goal of expanding the number of passengers it services in the next 10 years to 300 million —up from 183.5 million expected for the current fiscal year ending in March. O’Leary warned that the impact of the Boeing crisis could be seen in passenger volumes the next year, according to the FT.   

Ryanair lowered its profit forecast by nearly 5%, owing to fuel costs and travel websites that removed its flight listings following a long-drawn spat.

Representatives at Ryanair declined to comment beyond O’Leary’s remarks. 

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Dallas Morning News

American Airlines is ordering 260 jets, including some Boeing MAX 10 aircraft

American Airlines is placing a massive order for 260 jets to fill travel demand for more domestic and short-haul international routes.

The Fort Worth-based airline announced the purchase Monday ahead of its investor day in New York. It said the order consists of 85 Airbus A321neo, 85 Boeing 737 Max 10 and 90 Embraer E175 aircraft. The order also includes options and purchase rights for 193 additional aircraft.

American said it will modify its Airbus A319 and A320 fleets next year, adding more domestic first-class seats on the aircraft. In addition to its Boeing order, American is replacing 30 of its 737 Max 8 orders with 737 Max 10 aircraft. A Max 8 aircraft can seat about 162 to 178 passengers , while a Max 10 is designed for up to 230 seats .

“Over the past decade, we have invested heavily to modernize and simplify our fleet, which is the largest and youngest among U.S. network carriers,” CEO Robert Isom said in a statement. “These orders will continue to fuel our fleet with newer, more efficient aircraft so we can continue to deliver the best network and record-setting operational reliability for our customers.”

Vasu Raja, chief commercial officer at American, told investors Monday that short-haul travel has grown at a greater rate than longer flights.

“In summary, our network is key to how we build and grow value,” Raja said.

The Boeing 737 Max 10 has not yet been certified by the Federal Aviation Administration. American currently flies Boeing 737 Max 8 jets.

Boeing recently made headlines for an Alaska Airlines plane, specifically a Boeing 737 Max 9, that suffered a blowout on Jan. 5 that left a gaping hole in the side of the fuselage, after which the FAA opened a formal investigation of the planemaker. American and Dallas-based Southwest Airlines do not fly Max 9 aircraft, but competitors like Alaska and United Airlines do.

Since then, the FAA has called out Boeing for an “inadequate and confusing” safety culture .

Because of this, finance chief Devon May told investors that American has negotiated for some flexibility and financial protections in the event Boeing encounters production delays.

“This is a vote of confidence in Boeing and we expect them to deliver the Max 10 for us starting in 2028,” May said.

Stan Deal, president and CEO of Boeing Commercial Airplanes, said the company appreciated American’s “trust” in Boeing and its “confidence in the 737 Max family.”

“American’s selection of the 737-10 will provide even greater efficiency, commonality and flexibility for its global network and operations,” Deal said in a statement. “Our team here at Boeing is committed to delivering on this new order and supporting American’s strategic growth with one of the industry’s largest and most modern fleets.”

Benoît de Saint-Exupéry, executive vice president of sales of the commercial aircraft business for Airbus, said the investment in the A321neo remains a “testament” to the value of the aircraft.

“For nearly two decades, American Airlines has used its A320 family of aircraft, some of which have been produced in the U.S. in Mobile, Alabama, to grow its domestic and short-haul international network and provide an exceptional experience for its passengers and crews,” de Saint-Exupéry said.

American also reported it is bringing on larger, dual-class regional aircraft to connect small markets to the rest of its network, which means retiring all of its 50-seat single-class regional jets by the end of the decade.

By 2030, American’s regional fleet will have premium seating, high-speed satellite WiFi and in-seat power once the Embraer E715 deliveries are completed.

“The E175 is truly the backbone of the U.S. aviation network, connecting all corners of the country,” said Arjan Meijer, CEO of Embraer Commercial Aviation. “One of the world’s most successful aircraft programs, the E175 was upgraded with a series of modifications that improved fuel burn by 6.5%. This modern, comfortable, reliable and efficient aircraft continues to deliver the connectivity the U.S. depends on day after day.”

The order represents American’s largest purchase of E175s.

Isom told investors on Monday that American is different from its competitors, with a focus on its domestic and regional fleet that allows it to serve more small markets in a way other airlines can’t.

Beginning in 2025, American will take another look at its A319 and A320 planes to update premium services for travel, including refreshed interior, power at every seat, larger overhead bins and new seats with updated trim and finish. Southwest recently announced new seats and cabin interior for its future jets.

The Airbus A319 fleet will have a total of 12 domestic first-class seats and its Airbus A320 fleet will have 16 first-class seats.

Combining the new deliveries and refresh to existing aircraft, American’s fleet overall will grow its premium seating by over 20% by 2026.

“American is well positioned to create value,” Isom said to investors. “We deliver on what we say we’re going to do.”

©2024 The Dallas Morning News. Visit dallasnews.com. Distributed by Tribune Content Agency, LLC.

Fort Worth-based American Airlines announced its massive new jet order Monday ahead of its investor day in New York.

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American Airlines flight headed to Spain diverted to Boston over windshield crack: Reports

American airlines said that flight aa94 from new york's jfk to madrid was diverted "due to a maintenance issue," and landed safely in boston..

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A Spain-bound American Airlines flight from New York City made an emergency landing at Boston's Logan International Airport Wednesday night "due to a maintenance issue".

American Airlines Flight 94 took off from JFK Airport in New York City a little before 7:30 p.m. Wednesday evening, according to FlightAware , and was headed to Madrid, Spain when it was diverted to Boston just two and half hours into the flight, landing at Logon Airport at 10:03 pm.

In a statement to USA TODAY, American Airlines said that the flight was diverted "due to a maintenance issue," and that it landed safely at Boston, where the "aircraft was taken out of service to be inspected by our maintenance team."

CBS News, citing the Massachusetts State Police, reported that the flight was diverted because of a crack that appeared in the windshield. The state police did not immediately respond to USA TODAY's request for more information.

No one was injured in the incident and passengers on board the flight will re-depart for Madrid on a replacement aircraft, said American Airlines. The flight to Madrid is scheduled for 4:00 p.m. EST Thursday from Boston, according to FlightAware.

Customers were forced to spend the night in Boston though the airlines provided hotel accommodations overnight.

Is my plane safe? Here's what to look for

American Airlines apologizes for inconvenience over diverted flight

The airlines also apologized for the inconvenience caused to passengers.

"We never want to disrupt our customers’ travel plans and apologize for the inconvenience this has caused," said the statement.

Recent airplane incidents

Wednesday's incident is the latest in a string of incidents that has reignited the debate on airline safety, especially with jets manufactured by Boeing. The issue first came to the forefront when an Alaska Airlines flight from Portland, Oregon, to Ontario, California, made a dramatic emergency landing on Jan. 5 after a piece of the fuselage burst off at 16,000 feet.

Fortunately, all passengers and crew onboard deplaned safely in Portland but the flight, which was operated by a Boeing 737 MAX 9 jet, highlighted safety concerns with many airlines grounding several of their Boeing jets .

The aircraft in Wednesday's incident was a Boeing 777-200 jet, according to FlightAware.

Saman Shafiq is a trending news reporter for USA TODAY. Reach her at [email protected] and follow her on X, the platform formerly known as Twitter @saman_shafiq7.

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This Curling Iron Is Better at Curls Than the Airwrap

Portrait of Dominique Pariso

This essay first appeared on Wednesday, February 28, in  The Strategist Beauty Brief , a weekly newsletter in which our beauty writers share their must-tries, can-skips, and can’t-live-withouts. But we liked it so much we wanted to share it with all of our readers. If you want more first impressions of buzzy launches, quick takes on what’s trending on TikTok and Instagram, and deep dives into the week’s best beauty launches, sign up  here .  The Strategist Beauty Brief  is delivered every Wednesday.

If you follow beauty trends, chances are you’ve coveted the Airwrap at one point or another. I got the original Airwrap as a Christmas gift in 2021, and the brand sent me the new and improved model last year. Since then, I’ve used it to blow-dry my hair straight — and it’s great at this. It gets the job done, fast. But at least once a week, I futz around with it, trying to actually curl my hair. The Airwrap is supposed to be able to do this well. But honestly — and I know this might get me in trouble — it’s just not the best tool for the job

Rather than curling hair directly with high heat, the Airwrap uses high-speed hot airflow: You wrap the hair around the barrel, and jets of air create the curls. There’s less heat involved so less heat damage. The curls  look  great — bouncy, soft, shiny — but I could never get them to last.

I’m not alone. There are countless tutorials urging people to not give up on their Airwrap, even if their curls are falling flat after a couple hours. The tutorials follow that plea with a laundry list of tips and tricks: Make sure your hair is damp: not too wet, not too dry. Hold the barrel horizontally. Make sure you add tension to the curl. Prep the hair properly with mousse. Work in small sections. Hold for at least 30 seconds. Set curls with the cool-shot button. Rewet the hair if it gets too dry. “Slide” the curl off, don’t pull. Hair spray, hair spray, hair spray. Don’t brush them out right away. Don’t brush them out at all. I stopped just short of using rollers to set the curls, the most old-school trick of all, because I felt ridiculous resorting to a $10 beauty technique of my grandmother’s to get a $600 high-tech hair tool to perform as advertised.

After a lot of trial and error, I got better at using the Airwrap, but my curls still never lasted beyond a few hours. And then I remembered curling irons.

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I was so preoccupied with getting the Airwrap to submit to my will, I hadn’t used a curling iron to curl my hair in weeks. Then, in November, I called in a sample of the  GHD Curve Classic Curling Iron  to test out for my “ Best in Class” curling irons  story. It came highly recommended from a handful of stylists. While I’d spied plenty of pros wielding Dyson hair dryers in salons, I’d never seen a hairdresser use anything other than a classic clamp curling iron while sitting in their chairs. When I tested the Curve Classic, it became clear to me why. First, it’s lighter in my hands than the Airwrap and less clunky. I could style without any hand and arm strain. And it was blessedly quiet, no loud blow-dryer motor blasting my ears, so I could listen to my podcasts and playlists, which makes the time I spend curling my hair more pleasant. And it actually is faster. It took me 30 minutes to curl my full head with the Airwrap and about ten minutes with the curling iron.   I didn’t have to waste time waiting for my hair to “catch” on the Airwrap or hold each curl for at least 30 seconds. Curling with an iron is familiar and easy; you don’t have to think about it: Clamp, roll, and release. That easy, and you’ve got a lovely, bouncy curl. And the style lasted all day.

GHD Curve Classic Curling Iron

While I hate to be the bearer of bad news, the reason the style lasted much longer with the iron was because it’s actually using direct heat to set the curls, as opposed to the Dyson, which utilizes air to minimize damage. Of course, I understand wanting to keep your hair healthy — my hair is very fine and more fragile than most — but what I can’t understand is spending all that time styling with the Airwrap (which still exposes your hair to some heat anyway) just for it to fall flat in the end. Sometimes heat styling is necessary. And while a traditional curling iron is, of course, going to bring a lot more heat, the thing that makes the Curve special is that it is also designed to minimize hair damage — it heats up to exactly 365 degrees,   which is on the low end for irons, many of which go over 400 degrees.   The ceramic plates distribute heat evenly so the curls are smooth from root to tip and the clamp holds the hair more gently so it’s easier to manipulate. My hair never smokes or smells like it’s burning when I use it. I’ve also invested in an excellent heat-protectant spray,  Living Proof Restore Perfecting Spray , which has a very lightweight finish. Add that $33 to the price of this top-of-the-line curling iron, and it still nets out to a little over a third of what the Airwrap will run you.

Living Proof Restore Perfecting Spray

It’s been about three months since I started using the Curve Classic and I haven’t noticed any significant damage besides the usual wear and tear (the heat-protectant spray has really been doing its job). While it feels kind of disappointing to give up on my Dyson — the cult of the Airwrap is hard to escape — it’s not nearly as disappointing as watching my hair fall flat after only a few hours.

This article originally appeared in  The   Strategist Beauty Brief , a weekly newsletter from our beauty writers on their must-tries, can-skips, and can’t-live-withouts.  Sign up here .

The Strategist is designed to surface the most useful, expert recommendations for things to buy across the vast e-commerce landscape. Some of our latest conquests include the best acne treatments , rolling luggage , pillows for side sleepers , natural anxiety remedies , and bath towels . We update links when possible, but note that deals can expire and all prices are subject to change.

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Second drone in as many days shot down near Moscow as Russia and Ukraine exchange attacks on capitals

Ukrainian officials earlier warned russia would step up aerial offensive during winter, article bookmarked.

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Russia and Ukraine sent drones targeting each other’s capital cities over the weekend in signs of renewed intensity for their aerial warfare .

Drones were shot down on both Saturday and Sunday in areas around Kyiv and Moscow . Air defence systems for both sides intercepted attacks and no casualties were reported.

Multiple drones that were heading for Moscow and Russia’s border areas on Sunday were downed by Russian air defence systems over the weekend, officials said.

Kyiv has promised to wage a major drone campaign against Russia this winter , as bad weather conditions make it difficult to conduct operations on the ground.

Russian air defence units in Moscow intercepted a drone targeting the Russian capital, mayor Sergei Sobhyanin said on Telegram.

He said defence units in the Elektrostal district in the capital’s east intercepted the drone. Falling debris resulting from the operation had caused no damage or casualties, the mayor said, citing preliminary information.

Russia’s defence ministry confirmed the drone strike on Sunday night, as is typical describing the Ukrainian military operation as a “terrorist attack”.

“On 19 November at 23.20 Moscow time, an attempt by the Kyiv regime to carry out a terrorist attack using an aircraft-type UAV [unmanned aerial vehicle] on targets in Moscow and the Moscow region was stopped,” it said on its official Telegram channel.

“Duty air defence systems intercepted an unmanned aerial vehicle over the territory of the Moscow region.”

A second drone targeting Moscow was also intercepted by Russia’s air defence systems at around 1am.

The UAV was destroyed over the territory of the Bogorodsky district in Moscow, it said.

This comes after Russian authorities on Saturday said they shot down a Ukrainian drone heading for the border region of Bryansk.

The defence ministry said on-duty air defence systems destroyed the drone over Bryansk. It did not mention any casualties or damage from the attack.

Russia has also begun targeting Kyiv again after a 52-day break in air raid sirens for the Ukrainian capital.

On Saturday, Ukrainian officials said all drones heading towards Kyiv were destroyed but some hit infrastructure facilities elsewhere in Ukraine.

A day later, a wave of Iranian-made Shahed drones from Russia targeted Kyiv overnight.

The drones targeted the Ukrainian capital and the Cherkasy and Poltava regions, according to a military statement. Ukrainian anti-aircraft systems shot down 15 of 20 drones targeting the areas.

Serhii Popko, the city’s military administration spokesperson, said the drones attacked Kyiv from different directions in waves that were “constantly changing vectors”.

Ukrainian officials had warned Russia would step up aerial assaults during the winter months.

Meanwhile, the British defence ministry said there were “few immediate prospects” for major change along the Ukrainian frontline as the war enters its second winter.

In a statement, it said intense fighting was concentrated near Kupiansk in the Kharkiv region, Avdiivka in Dontesk and on the left bank of the Dnipro river, where Ukrainian forces have established a bridgehead.

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