A French Bee Airbus A350 gets pushed back from the gate at Paris Orly Airport
With the United States government’s new policy for international travel starting November 8, we talked with French Bee President Marc Rochet about how that airline will be handling the changes, as well as how they’ve been managing their operations during the pandemic.
“In light of the recent travel ban lift announcement, we will be resuming our flight operations in San Francisco, which connect passengers to Paris-Orly and Tahiti, in November. During the pandemic, we shifted operations to fly through Vancouver and then Toronto to continue the route. We plan to relaunch this popular route three times per week beginning on November 10,” Rochet said.
French Bee had originally planned to launch its New York to Paris route in 2020, but put it on hold during the height of the pandemic. Instead, they launched the route to coincide with Bastille Day on July 14, 2021.
“We are very happy to see the U.S. traffic open to French passengers and are ready to put more demand on the Paris to New York route. We will fly at least three times per week from Paris-Orly to Newark. We are preparing to fly at least four times per week in December for Paris-Orly to Newark, and then planning three times per week from SFO to Tahiti,” he said, adding that if there is high demand, they can add more flights.
Paris is slowly opening back up to tourists
Asked about current consumer travel behavior for international travel bookings, especially to France, Rochet said that, “at this time, only American residents have been able to travel to Europe. Even with these restrictions, we have made a load factor of 60-62% by the end of September, which was really good. We achieved this by arranging cargo flights from Europe.”
Travel rules have been changing frequently over the course of the pandemic. “People are not entirely clear on the travel restrictions yet so there is some hesitancy in booking international trips right now. There’s a lot of clarity missing, but once we have a better understanding from the U.S. administration, we believe we will see a big demand to travel again,” he said.
Looking ahead, Rochet said he “thinks we need to add new Airbus airplanes to our fleet each year because we do anticipate a big demand at the end of the pandemic. We anticipate that business traffic will be low. We expect bookings to increase with families traveling back and forth, as well as students and travelers.”
A Cessna 182T looks quite similar to a C172; it has a slightly larger cowling and a more powerful engine with a three-blade constant-speed propeller. It’s rated for 230hp vs 180hp in a 172SP.
Learning opportunities are endless in aviation, and that’s one of the best parts of being a pilot.
Seemingly no sooner did I get checked out in the Diamond DA-40 than Galvin decided to sell off both of their DA-40s. I do love to fly the C172, but I also adored the DA-40. Learning to fly that aircraft, which is more complicated than a C172 with its constant-speed propeller, set me up well to transition to the Cessna 182T Skylane, which has the same style propeller, albeit a three-blade version. The T in 182T stands for turbo, which does wonderful things for the plane’s performance as well as increases pilot workload a fair bit.
The turbo essentially makes the engine think it’s at or close to sea level all the time, which means performance doesn’t taper off with altitude as with naturally-aspirated engines. The tradeoff is that not staying on top of managing the engine temperatures makes it easy to damage the engine or the turbo due to the high heat generated by the turbo and its operation.
The 182T’s engine also has 50hp more than the C172SP I’ve been flying for a couple years now, 230hp vs 180hp. FAA regulations require a high-performance logbook endorsement from a flight instructor to fly aircraft with more than 200hp, so that’s also part of the checkout training for the 182T. Galvin’s house rules require a minimum of five hours flight training time with an instructor for this plane, plus a bit of ground training to be sure the pilot knows the aircraft systems and operating procedures.
The C182T has a few more knobs and levers than the 172 to control the propeller and cowl flaps.
These are the controls for trim, cowl flaps, and fuel
Besides being a bit faster than a 172, the 182T has a considerably greater load-carrying capacity and can fly much higher – 20,000′ vs 13,500′ for the C172. The 182T is equipped with a supplemental oxygen system for flying at high altitudes.
Despite all that, the 182T handles much like a 172, if a little nose-heavy due to the larger engine. This particular model has vortex generators on the leading edges of the wings and horizontal stabilizers. This makes it surprisingly difficult to stall. Carl (my very thorough and ever-patient CFI) had me fly it during a power-on stall such that the airspeed read zero on the indicator yet we were still flying and the stall hadn’t broken yet. Super fun.
There are additional controls to manage related to managing the propeller and engine and turbine-inlet temperatures. That makes things like takeoffs, landing approaches, and pattern work quite busy for the pilot, as there’s a lot of new stuff to learn. But with practice, it all becomes manageable.
I’m currently about halfway through the checkout process. The Pacific Northwest fall weather has made flying a game of last-minute weather cancellations. Once things clear up, the next step will be a cross-country flight to an airport I’ve not yet been to, around 100 miles away from Seattle. I have several routes planned out, and the exact choice will be driven by which has the best weather along the route. Stay tuned.
Zara Rutherford taxies her plane after landing in Seattle from Redding, Calif.
Piloting a single-engine plane through the mountainous regions of the Pacific Northwest and onward to Alaska in the autumn can be daunting, with plenty of weather and terrain challenges.
Then consider that it’s just one short portion of a round-the-world journey, crossing oceans and landing in more than 50 countries across five continents.
She’s also not instrument rated, which means she is doing the whole trip via visual flight rules.
Zara Rutherford is a 19-year-old Belgian pilot, flying a high-performance Shark Aero ultralight aircraft. If she succeeds in her journey, she will become the youngest woman to fly solo around the world, as well as the youngest person to fly solo around the world in a microlight.
She departed Belgium in August, 2021, and stopped in Seattle Sept. 19, before heading north toward Alaska a couple days later.
A tired, but smiling, Zara Rutherford arrived in Seattle Sept. 19. King County International Airport officials presented her with a gift bag on arrival; the local apples were apparently well received.
She we greeted by a small crowd of supporters, including representatives from the airport, Museum of Flight and several businesses from the airfield. Shortly after talking with the group of well-wishers, she was taken on a private tour of the museum.
Greece was a big destination this summer since the country opened up to travelers a bit earlier than much of the rest of Europe. The islands were especially popular, and to get around them you have two choices: ferries and planes. Being a BoatReporter could be fun, but when I visited in June, I opted to fly.
Flag carrier Aegean is the largest Greek carrier, but the much newer Sky Express is in second place and growing fast. A year ago they ordered six Airbus A320neos to go with their existing ATR fleet. And even though Sky Express is a pretty no-frills airline, the onboard experience on a brand-new plane is usually a touch above. So I picked them for a flight from Mykonos to Athens. The service clocked in at just 20 minutes in the air, but the views were amazing. Take a look for yourself in our video trip report:
Let us know if you enjoy video trip reports like this and we’ll keep doing more of them!
World Postcard Day is this Friday- October 1. To celebrate we thought it would be fun to share some aviation-themed postcards and talk about Postcrossing, our newest travel activity turned obsession. Stick through to the end because we’re also offering to share a piece of our postcard collection with commenters.
An assortment of aviation-related postcards received through postcrossing.com.
Postcards are overdue for a resurgence
As a so-called millennial (though, admittedly, an early one) I grew up right in the middle of the digital revolution. Email gained popularity when I was a child and as such was always an option for me. While digital communication essentially eliminated my need for communication by mail, postcards were the clear exception. There’s something special about the personal touch, effort and logistics required to get a postcard delivered to someone’s mailbox. The thought of an unexpected postcard surprise bringing a smile to the recipient’s face is pretty darn cool.
I have felt the calling to send postcards to friends and family while traveling ever since I was a child. During pandemic lock down I finally had the opportunity to examine several large postcard collections I acquired from estate sales. My drive to send postcards while on holiday, I learned, was shared by travelers over a hundred years before me. Sending postcards while away is fun. So in today’s digital world where society is oddly fascinated with retro and throwbacks, I’d propose the postcard hobby is due for a rebirth.
Before I dive deep into my “postcard evangelism” let me ask you a few questions. Are you sitting on a cache of stamps you don’t know what to do with? Perhaps you bought a bunch in 2020 to save the USPS? Or maybe you fell for a charismatic Costco cashier’s 100-stamp sales pitch? Are you a traveler? (Of course you are, you’re reading Airline Reporter!) Well then, join us for a discussion on reviving the 150-year old science of Deltiology and how sites like Postcrossing.com can help.
