The main-terminal side of the forthcoming pedestrian bridge from SEA’s south satellite terminal will feature epic views of Mount Rainier, at least when it’s not raining. This photo is from Nov. 21, 2019.
Seattle-Tacoma International Airport (SEA aka Sea-Tac) is going through some large-scale renovations that will make it a much more competitive transit hub beginning later this year – if construction plans stay on track.
The main focus of the renovation is Sea-Tac’s international arrivals facility, which is woefully undersized for the airport’s growing passenger traffic. The new elements include a 450,000-square-foot grand hall for baggage claims and customs processing, a picturesque aerial walkway connecting the south satellite terminal to the grand hall (which is being installed Jan. 23-25), and a corridor connecting arriving international passengers on Concourse A.
We recently walked through the construction site with Port of Seattle staff to see what’s coming. Bottom line: Sea-Tac is going to be able to better handle the mid-day crush that often happens when flights from Asia arrive en masse.
The under-construction great hall where international passengers will retrieve their bags before heading to customs and immigration
’œThe grand hall is sized for 2,600 passengers per peak hour, and we know that the peak is mid-day,’ says Janet Sheerer, IAF project manager, landside, at the Port of Seattle. ’œThere were very few overall design parameters for this project, and that was the biggest one.’
Skidmore, Owings & Merrill LLP (SOM), the architect of the renovation project, and Clark Construction Group, the contractor, ran models to make sure the new facility could handle peak passenger traffic. ’œThey ran robust models based on the type of aircraft, when the flight is arriving…to figure out where things need to be located and how many bag claim devices are needed,’ says Sheerer. ’œThe output from those models is what drove the design.
N755NW, a 42-year old NWA DC-9-41 Blasts Out of STL
Happy New Year! Heck, happy new decade while we’re at it.
With the closing of each year I invest a considerable amount of time in reflection before setting my goals and aspirations for the future. A perennial resolution I have set (and then catastrophically failed to meet) has been to make sense of the ~150K+ PlaneSpotting photos I have amassed since diving into the hobby over the summer of 2009.
While trying to determine what goal – if any – I would set around this, an intriguing question dawned on me. How has PlaneSpotting changed in the past decade? Sure, we didn’t have JetTip, ADSBexchange, or FlightRadar24 to allow for surgical, dare I say lazy, spotting. We just had to show up, maybe listen to ATC, and see what the day would bring. But how has what we might see changed?
Well, I have photographic proof of what aviation looked like at a number of airports over the course of 2010. In retrospect, it was a good travel and spotting year for me. What if, perhaps, I set a mini goal to at the very least look at every photo shot over that one year and highlight particular items of note? I spent a number of hours over the past weekend doing just that. One clear difference? My skill and equipment have come a long way over the past decade! But I digress.
Click through to join me for a stroll down AvGeek memory lane for a year which proved transformational to the AvGeek world.
#A380CAT, after landing an EA-6B on an aircraft carrier – Photos: David Parker Brown
My apologies. My subject might be a bit misleading. Or maybe totally misleading. One might even call it a fib. Well mostly a fib. I do have a cat. His name is Harley, but goes by #A380CAT. Although he might tell you otherwise, he has never flown or landed a plane… he mostly just eats and sleeps.
I do have “some actual legit stuff”, which is really a yearly review. Yes, yes, everyone does a yearly review this time of year, and every year I start to get annoyed after seeing about 100 different versions or so. Then I become a hypocrite and write one for AirlineReporter. I figure since I am going to look at the yearly data anyhow, why not share? But I figured if I added some crazy cat stuff to the story, maybe it would make it more interesting. Keep on reading to see our year end stats and also more of my cute kitty cat! Here we go…
The Sukhoi SuperJet100 with Saberlet wingtips was flown by Leonid Tschikunow and he handled that SSJ like a fighter jet. Very impressive demo!
For years I have known about the MAKS aviation trade show and air show, which happens every other year in Zhukovsky, which is on the outskirts of Moscow. I had originally planned on attending this event in 2017, but the date of the show was moved up by a month so as to not conflict with another Russian military trade show, so I was not able to attend. But, fast forward to August 28, 2019: I finally embarked on my journey to Moscow.
After spending two lovely weeks of vacation in Switzerland, I flew from Zurich via Riga to Moscow’s Shermetyevo airport. After deplaning, within a matter of minutes I was through immigration, collected my bag, cleared customs and was sitting in a taxi heading for the city.
I had rented an apartment in Moscow for five nights; it was located near three train stations, which made it an ideal location for easy access by rail to Zhukovsky Airport for the MAKS airshow, and then to travel to Monino for a visit to the Central Air Force Museum.
The following morning, on Thursday, the last of the MAKS business days, I took the 7.30 a.m. express train to the Odyth station, and from there a shuttle bus to the Zhukovsky airfield. By 8:45 a.m. I was standing in awe of an Airbus A-350, which was parked right across from Irkut’s MC-21.
My main objective for the day was to check out and take pictures of the static displays and walk through the many exhibit halls, and perhaps catch some of the flight performances in the afternoon.
Regular AirlineReporter readers likely know by now that I am a Southwest Airlines loyalist. No, not every flight I take is with Southwest, but indeed, most are. Therearemany reasons for my loyalty which I think I have done well to document over the years. But with each piece discussing my loyalty to the LUV airline, I get comments, tweets, and emails urging me to take my loyalty elsewhere. The perennial argument typically focuses on a chance at upgrades, and, in general, feeling “rewarded.”
Any given year I typically fly just enough between my day job, leisure, and AirlineReporter gigs to renew Southwest A-List. Like so many of my frequently flying cohorts, by the time Q4 hits I’m often in panic mode, forecasting upcoming travel and ensuring I’m on track for status renewal. Because of this there typically isn’t much wiggle room for me to experiment with other carriers.
This year has unfolded differently. By September I was well ahead of schedule for renewal, with multiple upcoming trips sure to push me over the mark. Sadly A-List Preferred was not in reach. For the first time in years, I didn’t have to worry about renewal and had the opportunity to start revisiting some of the other carriers with more regularity. But was there any incentive to? And who might I focus on? My backup airline is typically Delta, my favorite of the legacies. I fly them a few times per year already so I likely wouldn’t learn anything new. What about United? As a Lifetime Titanium perk, Marriott Bonvoy granted me complimentary United Silver status. But United is my least favorite airline…
