Be sure to stay safe out there folks. If you are flying today in the US and get photos of fireworks mid-flight, please share!
Horizon and Allegiant sit on the tarmac at BLI. Photo from the Port of Bellingham.
It is always fun when two airlines are able to duke it out at a smaller airport. Alaska Airlines and Allegiant have both been flying out of Bellingham International Airport (BLI) [located just south of the US/Canada border and about an hour and a half north of Seattle, WA] and the competition is about to get… well… more interesting.
BLI has been growing leaps and bounds over the past few years. From being a small regional airline to one that is handling more and more flights. In 2004, the airport saw almost 80,000 passengers and in 2011 that number rose to over 500,000.
Bellingham’s airport is pulling passengers from northern Washington and about 62% of their passengers are from Canada. It seems that both Allegiant and Alaska feel there is more demand, flying passengers to Hawaii.
Last week, Alaska put out a press release, announcing that they would start seasonal service between Bellingham and Maui (OGG) starting in November. This is interesting, since Allegiant previously announced starting non-stop service from BLI to OGG in November as well.
Although both airlines might not be too happy with the added competition, the airport likes providing more options to their passengers.
“The Port is very excited about the new destinations being offered by Alaska Air (Maui), Horizon Air (Portland, OR), Frontier Airlines (Denver, CO) and Allegiant Air (Honolulu and Maui),” Daniel J. Zenk, Director of Aviation at Bellingham International Airport explained to AirlineReporter.com. “Each new destination offers more flexibility and convenience at a low cost to our customers. The Port of Bellingham is proud of our partnership with the airlines and their ability to provide this service.”
Neither airline is willing to call out the other by name, but it is obvious that Alaska knows who they will be competing with. From their press release:
Alaska Airlines’ unique service offers many benefits for customers including:
- Free carry-on bags
- Free advance seat selection
- First class seating
- Complimentary inflight water, soft drinks, coffee and tea
BLI recently opened a new terminal to help handle the increase of service. Photo from the Port of Bellingham.
See, Allegiant charges for carry-on bags, advance seat selection and drinks — they also only offer economy class seating. Even though Allegiant charges for these, the base-price for their flights will also most likely be cheaper and even after you add all the bells and whistles, they might still end up having a cost savings over Alaska.
Obviously, there is much more to choosing an airline than just cost and it will be interesting if cost or service will win out. Heck, there might be enough demand for both to succeed.
Allegiant is used to taking on other airlines and things do not seem any different in Bellingham. “The Allegiant business model is based on low-cost and value that stimulates new demand. This approach has led to 37 consecutive profitable quarters and will continue to help us grow,” Jessica Wheeler, Allegiant’s Public Relations Manager explained via email. “Our service in Bellingham has been very successful, and we are confident that all of our routes out of Bellingham will continue to attract new leisure travelers to our destinations.”
Alaska Airlines will start flying from Bellingham to Maui on November 8th using a Boeing 737-800, leaving at 3:00pm on Mon, Tue, Thu and Saturday. The return flight will be leaving at 11:00am from Maui on Tue, Wed, Fri and Sun. The airline will run the service through to winter until April 14th.
Allegiant will start flying from BLI to OGG on November 14th using a Boeing 757-200. At this point, the airline has not announced an official schedule.
Game on…
This story was written by Dr. Dale R. Carlson, Advanced Technology and Preliminary Design, GE Aviation for AirlineReporter.com.
I’ve been passionate about aviation for as long as I can remember. So, as a leader of technology development for GE Aviation, I consider myself one of the luckiest guys in the world.
My team and I get to experiment with and investigate technology that will be used in the aviation industry decades from now ’¦ exciting things like electric and hybrid propulsion, self-healing materials and blended wing bodies. What most people don’t realize is the amount of time it takes to develop these complex, game-changing technologies.
It’s not like the consumer electronics world of computers and smartphones where new models become obsolete within six months. In our aviation world, developing new technology takes time, sometimes 30 years (or even more!).
Why does it take so long? Because we need to prove that every new technology does not negatively impact flight safety. You wouldn’t want it any other way!
Let’s take the introduction of composite materials ’“ including carbon fiber ’“ into a commercial turbofan engine, for example. We began working on composites development in the 1970’s through a NASA program, tested it in the 1980’s for the unducted fan engine, and finally commercially introduced it a decade later on the GE90 engine powering the Boeing 777 aircraft. This was a 25+ year process. Check out the video below for more information about the research and development of our composites.
As you can imagine, this exciting technology takes a lot of time, money and people to develop. GE spends more than $1 billion in R&D year over year. To get a better picture of how such an extensive R&D team works, see our new infographic of our global network of scientists and experts working to bring engines from concept to ’œfirst flight.’
GE Aviation RD Infographic. Click for larger.
Luckily, we also have tools today that enable us to build products more efficiently. Sometimes we can even use digital engine models with computer simulation as a means for certification testing (where appropriate). We also conduct module rig tests and individual component tests prior to testing the engine as a system. Watch the video below to see our flight test airplane in action.
In fact, we used these digital testing tools to certify the GEnx, our newest and most fuel-efficient jet engine yet. The GEnx will be on display at this year’s Farnborough Air Show next week, in addition to other military, systems and services offerings. I can’t wait to see what everyone else will be highlighting at the exhibition this year.
Western Airlines had a fleet of 10 DC-10s by the time they merged with Delta Air Lines.
Thanks Drew for pointing this one out!
DC-9 “Delta Prince” in flight over wooded area, taken in the 1960’s. Image courtesy of Delta Air Lines.
This Story was Written by Andrew Vane for AirlineReporter.com:
Last summer I had the pleasure of writing an aircraft highlight article on the Mad Dogs and their history which began with the DC-9 and has brought us to the Boeing 717. About a year ago, Delta Air Lines, one of the last US airlines still operating the DC-9’s, announced that they would be retiring the last remaining 35 DC-9-50’s over the next 12-18 months. As of September 2011 the number of DC9’s in use was down to about 27.
In Fall 2011, I realized that I had to plan a business trip to Nashville from Charlotte for a national conference related to my work. While air travel is not usually a part of my work, I really enjoy choosing flights based on aircraft within my travel window, not only for comfort but for the experience. What I realized for this trip is that the Charlotte to Atlanta flights and Atlanta to Nashville flights afforded a wide selection in aircraft type from the telephone booth sized CRJ’s to the A319 and MD-88’s. What’s this? There are DC-9’s on that route?
Delta DC-9 taxis onto Runway 18C at Charlotte, NC. Photo by Andrew Vane.
This means I have an opportunity to actually fly in what’s likely to be a museum piece in the near future. I suddenly realized I had to jump on this opportunity to ride this workhorse of the short range market before the opportunity is gone. As it turns out, I managed to book 3 of my 4 flight legs on the glorious DC-9-50. Only my Atlanta to Nashville flight would be on a different aircraft; the Airbus 319) The table below highlights the aircraft I was privileged to fly in for this trip:
| Flight Leg | Aircraft Type | Registration | Year Built |
| Charlotte-Atlanta | DC-9-50 | N675MC | 1975 |
| Atlanta-Nashville | Airbus A319 | N302NB | 2000 |
| Nashville-Atlanta | DC-9-50 | N767NC | 1977 |
| Atlanta-Charlotte | DC-9-50 | N784NC | 1978 |
The DC-9 first entered service in 1965 with Delta as the launch customer. Delta eventually phased out the DC-9’s but reacquired them (along with Boeing 747’s and Airbus A319, A320 and A330’s) when it merged with Northwest Airlines in 2008.
I’ve been excited about this trip ever since I booked it last month with my company’s travel agent. If you’re looking for a luxurious flight experience, this aircraft is not the place to find it. Hopefully this article will contrast with the web site founder’s exotic meal laden VIP trips the rest of us common folk can only dream of taking. J My previous story on the Mad Dogs drew some comments regarding the smell of the lavatory wandering throughout the cabin. I sat right over the wing and couldn’t even smell a hint of the lavs. I could see every single rivet and bolt on the wing though.
Delta DC-9 in updated livery. Check out the L1011 in the background. Image courtesy of Delta Air Lines.
As I strapped myself in, I couldn’t help but notice how modern the interior of Delta’s DC-9’s look. They’ve spared no expense in making you feel business as usual on all their aircraft, whether they’re 10 years old or 30. The captain came on and told us he was going to be starting the engines at the gate and that the lights would flicker a bit while he ran through some electrical checks. I almost expected to see some guy come out with a hand crank. I’m not sure if the gate startup is because they need ground power or for some other reason.
DC-9-50 at Delta’s gates in Charlotte, NC. Photo by Andrew Vane.
The DC-9 uses Pratt & Whiney JT8D turbojet engines with about 16,000 lbs of thrust each, the same type used by the 727, MD-88 and early versions of the 737. By contrast, the Airbus 319 uses European made CFM engines each are rated at 25,000 lbs of thrust each. I was thankful Charlotte has a 10,000 foot long runway because I figured we’d be needing all of it that day.
As expected, as we began our takeoff roll, I noticed it was taking quite a long time to get down the runway. It took a good 40 seconds to go from a rolling start to the hind wheels leaving the pavement. By comparison, the similarly sized A319 took 30 seconds to takeoff, but that was from a dead stop. The difference between engine thrust in the two aircraft was obvious. Still, the rumble in the DC-9 was definitely more fun an experience.
The flight went smoothly, the air conditioner worked, and we arrived right ’œon time,’ although I think the airline adds to the official travel time to allow for ground traffic and taxiing.
At the time of my travel in March, Hipmunk.com (an airline travel web site I frequent) showed Delta’s last DC-9 flights between Charlotte and Atlanta ending June 6th (being replaced with its longer MD88 cousin) and DC-9 flights from Atlanta to Memphis ending sometime in early October (being replaced with MD88’s and A319’s). However, one Delta pilot who took a lot of time after my first flight answering my questions told me Delta plans to fly DC-9’s at least for an additional year and plans a DC-9 ’œjet base’ for pilots in Atlanta. For now, I can postpone my farewell for at least another year or so.
Teal Anyone? No FMC here. Its old school flying for sure.
Some of you fliers may enjoy the comfort and luxury of the newer aircraft. As I get older, I’m becoming more nostalgic and appreciating the older classics in life like a fine Merlot, Vivaldi and the DC-9.
I want to express my sincerest thanks to the Delta pilot Mark who took time to talk with me following each flight. My former landlord, a Delta 757 pilot, told me once after sitting in the jump seat of a DC-9 ’œBoy, those guys sure do work!’ Unlike the MD-80 series, the DC-9’s never received a cockpit upgrade. The pilots use nothing but the original steam gauges and fly VOR to VOR. While the newer aircraft with FMC’s let the aircraft fly the needle during cruise, the DC9 pilots often don’t know they’re off course until its too late. One pilot shared this with me and said he’d sometimes received ’œwhere are you going?’ questions from ATC after straying a bit off the route. ’œIf you’re within 4 miles you’re good,’ he told me.