Cathay Pacific Boeing 777-300ER at JFK – Photo: David Montiverdi | Flickr CC
Recently, I needed to get from New York (JFK) to Vancouver (YVR) and, surprisingly, it was not easy to find a flight that didn’t include a crazy set of layovers and several hours of travel time. I was not expecting to find a non-stop Cathay Pacific 777-300ER option — done!
Preparing for the flight out of New York in Cathay business class – Photo: Katka Lapelosová
The flight is special, since it is a transcontinental, but is operated as an international flight, since the stop in Vancouver is part of a longer hop to Hong Kong. Because of this, the flight lands in YVR at 1am, which means you should do some planning on getting to your final destination, since options will be limited.
It’s not a long flight – only about five-and-a-half hours – but it doesn’t mean one can’t enjoy the premium experience.
The Wild Orca seaplane in all its glory. Fun fact: though the DHC-3 is nearly 2x as long as an adult male orca, a fully-grown orca will weigh nearly twice as much as this plane – Photo: Lee Zerrilla | AirlineReporter
At a sun-filled event, Kenmore Air unveiled the Wild Orca seaplane, a 1954 de Havilland Canada DHC-3 Turbo Otter that’s been dressed up in the familiar markings of Orcinus Orca.
Inside and out, this plane has been made over with all-things Orca, from the sleek, stunning paint job to the custom embroidery on the cabin bulkhead. The whale paint job isn’t just for fun, however, and as it traverses the skies of the Pacific Northwest, hundreds or thousands of feet above the water, its goal is to bring attention to our friends below the surface.
The tale of the tail begins with longtime Kenmore Air pilots Anna Gullickson and Michael Hays. In 2014, the pair founded Wild Orca, a Washington State-based non-profit aimed at raising public awareness and funds for these majestic mammals and the organizations that support them. Listening to either of them speak, it becomes apparent that their bird’s-eye perspective gives them a personal connection to the Northwest’s Orca population.
A view from upstairs to downstairs of the LATAM lounge in Santiago
Recently, I had the opportunity to attend the grand opening of LAN Airlines’ new VIP Lounge in Santiago, Chile (SCL). The new lounge impresses in nearly every way, especially when compared to its predecessor at SCL. As you may recall, AirlineReporter Associate Editor Blaine Nickeson visited the old one back in March and described it as “very crowded and a little dated.” This new lounge is none of that.
Seating area with computers for use in the background
The new lounge occupies two floors at the west end of the check-in concourse. Located adjacent to the Priority Check-in Area, the lounge is up a few steps (or a short ramp) from the priority security screening area’s exit. Alternatively, for passengers passing through the regular security checkpoint, it can be accessed via elevators that are located just past the duty free shop.
View of the Udvar-Hazy Center – Photo: David Delagarza | AirlineReporter
Everyone has heard of the Smithsonian Air and Space Museum in Washington DC (at least if you read this site, you likely have). The museum’s main location, prominently located on the National Mall, has long been a favorite stop for tourists exploring the nation’s capitol. Less well-known, however, is the museum’s Steven F. Udvar-Hazy Center located 25 miles to the west, adjacent to Dulles International Airport (IAD). I recently took the opportunity to spend a few hours before a flight exploring this amazing facility, and I was not disappointed.
The museum, which opened in 2003, consists of two massive hangars housing over 3,000 aircraft, spacecraft, and other historical items. All told, there is nearly 300,000 square-feet of floor space in the museum. The collection includes the space shuttle Discovery, an SR-71, an Air France Concorde, and the B-29 bomber Enola Gay among many other fascinating pieces.
An Emirates A380 landing at Los Angeles Airport – Photo: Bernie Leighton | AirlineReporter
It’s no secret that Malaysia Airlines had a terrible 2014. So terrible that the fate of the airline hangs in the balance. The government, tired of writing blank checks to keep the airline afloat, has demanded restructuring. Hiring Christoph Mueller (of Aer Lingus hatchet-man fame), they were, finally, not going to pull any punches.
Part of this is an impressive (rumored) fleet disposition. Winding down of the entire 777 fleet by the end of next year, complete dissolving of MASkargo, and the biggest elephant in the room of all; removal of their A380s.
Can becoming a regional airline centered around the A330 save Malaysia Airlines? I’m not hopeful, but that’s not what I am here to talk about today.
I want to discuss where the planes are likely to go.
