Air India's 6th Boeing 787 Dreamliner seen on the factory floor in Everett, WA. Photo by Jeremy Dwyer-Lindgren.
Things for Air India aren’t exactly going so great right now. The airline is in the middle of a pilot strike that has been going on since May 8th and has cost the airline over $63million, due mostly to international flight cancellations. Over 200 pilots have called in sick and the airline has responded by firing over 100 of them.
Back in 2005, Air India placed orders for 27 Boeing 787s and was originally supposed to take delivery starting in September 2008. Obviously that did not happen with the delays of the Dreamliner.
It was expected that the airline would take delivery of their first Dreamliner by the end of May 2012, but almost un-noticed, no aircraft have been delivered.
According to MyDigitalfc.com, “Air India was earlier supposed to receive the first Boeing 787 Dreamliner aircraft by this month-end, but the delivery was delayed due to technical issues revolving around last minute checks relating to minor glitches in interiors.” It seems like it might be more complicated than that.
It appears that Air India is trying to receive compensation for the delays of their aircraft and are refusing to take delivery until an amount is agreed upon. If this sounds familiar, it is because Cargolux pulled something similar with Boeing before taking delivery of their 747-8Fs.
One of the concerns raised by the striking pilots is that many who are being re-trained to fly the 787 are from the ex Indian Airlines (which was merged with Air India in 2011). According to The Hindu Business Line, it would cost about three times as much to train ex Indian Airlines pilots to fly the 787 versus Air India pilots, so it doesn’t quite make sense.
Earlier today, the Wall Street Journal reported that the Indian government is planning to invest 12 billion rupees ($215.6 million) into the faltering airline. For now, it seems Air India will stay afloat, even though it has lost large amounts of money over the past five years.
So, will Air India ever take delivery of their 787 Dreamliners and why are they delayed? Emails to Air India have gone un-answered and at the time of posting this story, Boeing is working to answer some questions posed by AirlineReporter.com.
Boeing has billions of dollars worth of aircraft currently sitting at Paine Field, which I am sure they just want to deliver to their customers. It seems like odd timing that Air India, which doesn’t really have any pilots to fly the 787 right now (or money), is aggressively seeking cash from Boeing, just days before intended delivery.
UPDATE: Boeing has written back and explained, “We look forward to delivering the first 787 Dreamliner to Air India, but we don’t discuss details of our delivery plans and defer to our customers to announce their own timing.” When asked if there were any technical issues that contributed to the most recent delay and if the 787s are currently ready for delivery, Boeing stated, “We don’t discuss those topics.” This is not too surprising, since Boeing is still in the middle of negotiations with Air India.
The NYDailyNews is reporting that a compensation package offered by Boeing has been accepted by the Air India board and now needs to be approved by the the Cabinet Committee on Economic Affairs (CCEA). The CCEA is planning to meet with Boeing tomorrow, Thursday.
According to the Wall Street Journal, Air India is expecting to receive their first 787 Dreamliner later this month.
Allegiant MD-80 and Spirit Airbus A319 hanging out in Las Vegas. Photo by Joe (JX).
Recently, I was able to sit down at my local NPR studio and talk with Tess Vigeland about airlines and their fees. Previously, I wrote a story on how it makes sense that airlines, like Allegiant and Spirit, charge fees and how they aren’t that evil. Not that many people are fans of my thoughts on fees, but it is important for people to realize that they have a choice in what airline that they fly (on the most part) and voting with your wallet is the only way that policies will change. If you play your cards right, ultra-l0w cost carriers can provide substantial savings.
As for now, people have been voting by flying on Allegiant and Spirit more (my previous story shows the numbers), so why would they want to change their policies?
This summer, Eastern Airways has decided to paint one of their ERJ135 in a special Union Jack livery. The “Best of British” livery was created to commemorate Her Majesty The Queen’s Diamond Jubilee.
“The Best of British livery will be seen all over our scheduled and charter network over the coming months, celebrating both our heritage and the Queen’s Diamond Jubilee, as we join in with our passengers and the rest of the country to mark this great occasion,” Kay Ryan, Eastern Airways commercial director stated in a press release.
This is the airline's standard livery. Not too shabby, but the Union Jack is quite impressive. Image from NMOS332 / Flickr.
Easter Airway’s standard livery is not bad looking, but it does look a bit boring next to the special Union Jack livery. Part of me hopes that those who are the decision makers at the airline like the special livery so much that it becomes their new standard. If not, you can at least enjoy the special livery over the summer.
Lufthansa's first Boeing 747-8 Intercontinental is one beautiful aircraft. Here she is seen after her first flight in DC.
It has been a long road from the conception of the Boeing 747-8 Intercontinental to the first passenger flight on June 1, 2012. Being based in Seattle, I have had the privilege of watching Lufthansa Airlines first 747-8I go from a few parts to a revenue-making machine. I felt beyond lucky when I was invited by Lufthansa to take part on their inaugural flight from Frankfurt Airport (FRA) to Washington Dulles International Airport (IAD).
It was a whirlwind trip; leaving Seattle on a non-stop flight to Frankfurt, arriving at 8am local time and about 24 hours later, leaving on the 747-8I (I will write a future story on my 24 hours in Frankfurt). Fifty-eight hours and 12,000 miles after I left, I was back home in Seattle — well worth the adventure.
A look at Lufthansa's First Class on board the Boeing 747-8I.
There has been plenty of prep work by Lufthansa to train their crews on the new aircraft type. Currently, the airline has ten pilots qualified to fly the 747-8I, but soon they will have many more. Pilots trained on the 747-400 only need a three-day training course and a flight on the new plane to be qualified. Since Lufthansa just recently acquired the 747-8I, it hasn’t had many opportunities to allow pilots to fly it, but that will now change.
Unfortunately, I was not able to attend the delivery ceremony, so I was excited to get on board my first Intercontinental. During my 24 hour blitz in Frankfurt, there was a special unveiling event allowing me to preview the new 747 and to get access to First Class.
Lufthansa Airline's new Business Class product, which has debuted on the 747-8I.
For the average passenger, he/she might not notice that the 747-8I is something new. From the outside, one might notice the raked wingtips versus the winglets of the 747-400 or the larger upper deck, but it most likely will take the trained eye of an avgeek to see the difference. Inside, there are features, like LED lighting, improved overhead bins, and a feeling of space, that have become familiar on the 787 Dreamliner and 737 with new Boeing Sky Interior.
Not only is the 747-8I a new aircraft for Lufthansa, but it also debuts the airline’s new Business Class. I had seen photos previously, but photos do not do it justice. The new product is much more spacious, cleaner and just plain (or should it be “plane”) better in person.
The new Business Class looks classy and has all the bells and whistles that high end fliers have come to expect.
The new business seats are unique to Lufthansa and will not be found on any other airline. They are in a V-shape 2-2-2 layout with each seat having the feet angled towards each other. I wasn’t quite sure how it would work out and worried that I might have ended up playing footsies with my seat-mate. Luckily, that was not a problem.
The pair of seats in the middle of the aircraft have an advantage over those by the windows — they have more room. With these biz seats, passengers might actually prefer the center seats, although I felt my seat had more than plenty of space.
Lufthansa has its Boeing 747-400 configured with 344 seats and its Airbus A380 with 526 seats — both in a 3-class layout. The new Intercontinental is configured with 362 seats with eight in First Class, located in the nose of the aircraft, 92 Business Class seats, with 32 on the upper deck and the remainder on the main deck, and 262 in Economy class, all found on the main deck.
Lufthansa will continue operating the 747 on more premium routes, since they have a higher percentage of premium seats versus the A380.
Lufthansa CEO Christoph Franz says a few words before we depart. FYI: "Boeing 747-8 Intercontinental" in German sounds amazing.
Before departure, there was a ceremony at the gate’s Business/First Class lounge with executives of both Lufthansa and Boeing present. After a glass of champagne and some applause, it was time to board the sparkling 747-8 Intercontinental.
Even though I was on the same plane a day earlier, the energy is entirely different when you are just checking out the interior, versus when you are able ready to take flight. “Epic” and “giddy” would probably be appropriate words to describe it.
Time to load up. Lufthansa has gate lounges where folks in premium cabins can board directly from the lounge. Keep it classy people!
I had seat 10K — a window seat in Business Class, located on the main deck. I quickly got settled in and was ready to start on an historical journey.
This inaugural flight was unique since there were only 75 invited guests and media and the rest were paying passengers. Most airlines won’t have “normal” passengers on inaugural flights, so it was great seeing all the people (some who had no idea) enjoying the experience.
And we have lift off!
How was the flight? Amazing, unforgettable, awesome (insert your positive adjective here). The Intercontinental is not only a beautiful aircraft, but one that flies very well. During take-off, it was music to the ears hearing the four GEnx engines spool up. The large aircraft used a good chunk of the runway before lifting off and once airborne, the aircraft was quiet and allowed you to easily talk to the person next to you.
I was seated right in front of the right wing, which provided great views. I could easily witness the wings flex up, similar to the 787, but not quiet as dramatic. I was actually happy when we hit a pocket of turbulence, because I was able to watch the engines and wings do their dance.
It might take some training of the flight attendants to reassure worried passengers that the wings are supposed to do that.
The upper deck of Lufthansa's Boeing 747-8 Intercontinental.
Moving a few times from the main deck to the upper deck, I noticed that up top was a bit louder due to wind noise. It is not enough that a passenger would choose the main deck, but enough that it could be observed.
I know many of you are wondering; how does the Airbus A380 compare to the Boeing 747-8 Intercontinental? Well, it is not an easy comparison to make. I haven’t flown on an A380 in a while and without back-to-back flights, it is hard to award an overall winner.
In a beauty contest, hands down, the 747-8 takes the crown. The A380 is a cool looking machine that functions well, but it doesn’t have the grace (nor history) that the 747 has. In the noise department, I think the A380 probably wins out.
The A380 and 747-8I are both great aircraft with their own benefits, but have different missions. Really, with how Lufthansa configures their aircraft, the Airbus A340-600 probably competes more directly with the new Intercontinental than the A380 does.
Down we go! it might not be the spiral stair case of the historical 747's, but it does the job.
During the flight, I had ample opportunity to put the new Business Class to the test. It is a huge improvement over the old product — which isn’t too shabby, but it is starting to show its age.
Each person is given plenty of room, a larger screen and a lie-flat seat. There are additional nooks to store things, an easier to use in-flight entertainment system and one of my favorite things that probably will go unnoticed: the ability to put down your arm rest to have more room sitting or sleeping.
The in-flight entertainment system will be familiar to frequent Lufthansa flyers, but it is much crisper and quicker. There are additional viewing choices, but I would still like to see more. I am able to forgive the lack of choice, since the IFE offers a camera view looking forward and down from the front of the aircraft.
The center arm rest holds your head phones, remote, tray table, but you have to make sure your arm doesn't hit those buttons.
For me, the biggest drawback with the new Lufthansa Business Class is the placement of the seat controls. They have been moved from the remote to a prominent location on the front of the arm rest. On more than one occasion my arm would accidentally hit one of the buttons and my seat would start to unexpectedly move. Asking others who also made the flight, they didn’t seem to have the same issue, so maybe it was just me (and my muscular arms getting in the way — okay probably not).
I was planning on staying awake the entire flight to absorb the entire experience, but after a few celebatory cocktails and my lack of sleep kicking in, I crashed for about one and a half hours. Since the sleep caught me off guard, I did not put the seat in the lie-flat position, but I rested comfortably without waking up in the half-way position. I have to say that the new pillow and blanket are a positive improvement and it is sometimes the little things that count the most.
It is rare to get two water cannon salutes, but FRA gave us one leaving and this is IAD's one to us when we arrived.
When we started our descent, I wasn’t ready for the flight to end. The touch down was smooth and our welcome was warm. We had a water cannon salute at the gate and a group of media, guests and employees taking photos from the tarmac. We were escorted through customs and brought to an arrival party at the main terminal. Unfortunately, I wasn’t able to stay long, since I had to be off on my flight back to Seattle.
This 747-8I inaugural flight was much more than just a flight. It represents all the hard work (and patience) of all the people who worked so diligently to make it possible. I know that it sounds cliche, but I think this aircraft has been well worth the wait.
Lufthansa is planning on taking delivery of four more Intercontinentals before the end of the year and Boeing has stated on the flight there are other airlines (even ones in the US) that are showing interest in the 747-8.
The photo doesn't do a great job showing the wing curve -- you will just have to go see it for yourself.
I am happy to celebrate the new Queen of the Skies initiation into revenue service. It starts with only one flight and one airline, but it won’t be long before millions are hopefully able to enjoy the benefits of the historical and new Boeing 747-8 Intercontinental.
The airline passion runs deep in many people. Recently, I had the opportunity to e-meet Jack, who is a 16 year old airline fan that loves Continental and United Airlines. With the change over from Continental to United, a local Houston news station interviewed Jack Hardy and I really think it embodies many of our passions for airlines.
On top of being a certified AvGeek, Jack also runs the site, The United Airlines Fleet Website, which follows the most recent updates of United’s fleet. I asked him, via email why he became the AvGeek he is today. Here is his reply:
My earliest memory of flying, around age 4, was telling my parents I love flying. Ever since, I have been an airline aficionado with a particular love for Continental. Now I carry this love to United as Continental and United merged back in 2010.
Four United liveries caught at ORD this January. Photo by Jack.
I grew up watching Continental flights takeoff and land at Houston Intercontinental Airport (IAH). My neighbors worked for Continental, and they let me fly the Boeing 767-400 simulator at age seven. At age 10, I could easily tell you what type of aircraft that was flying over, and when I learned the fleet, I could tell you based on the tail number what type aircraft it belonged to.
As Continental and United merged, I have taken my love for Continental and transitioned it to United. While I may not fully agree with everything that has occurred in the merger, I thinks it’s great that United is now the World’s Largest Airline. Also, that my home airport is the largest hub to United.
After finding out that I was too young to get a summer job with an airline, I started the United Airlines Fleet Website. The website is dedicated to tracking each of the 1,314 aircraft that are flown by or for United. The site covers delivery year, aircraft number, type of entertainment, power, seat type and seat maps for each aircraft in the United fleet.
Jack waves to the last Continental flight (painted in United livery) to IAH. Photo from Jack.
The site is also dedicated to providing excellent customer service by answering all fleet questions and suggestions for improving the site. Every day it gets better and on June 16th the site will have a complete new design based on what people have asked for.
When I am reading all of the comments about the site, I cannot help but smile as I am only a 16 year old who runs what I call a priceless United travel tool.
Someday, I want to be a CEO or a Customer Service Director for an airline; as I want to restore the magic of flight
