What a view! – Photo: Owen Zupp
This is a guest post written by Owen Zupp, who has previously written a few great stories on AirlineReporter. Today, he is sharing some parts of his new book, Boeing 747. Queen of the Skies: Reflections from the Flight Deck (we get no kick-back from the book, just want to share some cool AvGeekness — yes, that is now a thing). Zupp’s background ranges from charter work and flight instruction to ferry flights, flight testing, and the airlines. He has also served as both a Chief Pilot and Chief Flying Instructor. With 20 years in airline operations, Owen has flown both domestically and across the globe from his Australian base. He holds a Masters Degree in Aviation Management and his writings on aviation have been published around the world and received various accolades and awards. He is also just a cool guy! -Editor
To many, the Boeing 747 is more than merely a means of air travel. Affectionately called the ’œQueen of the Skies’, its arrival transformed the globe and over more than half a century it has carved its own niche in the history of aviation.
Its significance was recently impressed upon me by the number of queries I have received, both in person and via my website, that relate to the Boeing 747. Even though my career has seen me operate a hundred different types – the ’œQueen’ continues to consume the lion’s share of interest.
I have been fortunate in that as an airline pilot and aviation writer, I have been privy to some very interesting 747 operations. From flying over the Antarctica to ferrying a fifth engine beneath the wing, I have been able to research and share a range of experiences.
As a consequence, I thought it was time to put these stories together in one place and the title, ’œBoeing 747 – Queen of the Skies. Reflections from the Flight Deck’ was born.
What follows is an excerpt from the title. It relates to the chapter, ’œMagnificent Desolation’, which saw a Boeing 747-400ER venture southward to the frozen continent of Antarctica.
That’s me. In a plane. All by myself. – Photo: Chuyi Chuang
This is a continuation of my multi-part series on learning to fly. You can read the whole Fly With Francis series here.
I did it! I flew an airplane totally by myself over the Labor Day weekend. It was, in absolutely equal parts, terrifying and exhilarating.
Doing this was the culmination of a lifelong dream. Unlike a lot of airplane nerds, I don’t have any close family with ties to aviation. Instead, all of this started for me as a boy – my grandmother would take my brother and me to our little local general aviation (GA) airport in western Massachusetts, where we’d lie on the hood of her ’69 Beetle and watch skydivers while eating ice cream. My interest in planes waxed and waned over the years, but never really went away. There was a time when *gasp* I was afraid of flying – my first-ever flight experience was a very turbulent series of flights down the Atlantic Coast in the height of summer that put me off flying for a long time.
Fast forward to about a decade ago, when my wife got us a helicopter tour of Seattle for my birthday. The desire to fly returned with a vengeance. And the fear had long faded.
That’s me, working through preflight checklists on the Galvin ramp – Photo: Chuyi Chuang
Anyway, at a flight school like Galvin, periodic stage checks ensure students are properly prepared to advance to the next segment of training by having them work with different instructors, who both confirm the students’ competency and verify that the primary instructor has done their work properly. Some find the process cumbersome; for me the rigor is comforting.
With their new low-cost subsidiary, Swoop, connecting secondary markets, WestJet is able to focus on its joint venture with Delta – Photo: John Jamieson
Some Low-Cost Context
As far as I can remember, Canadians have complained about the cost of domestic air travel. Stuck in an increasingly permanent duopoly, Air Canada and WestJet have been without significant competition for the past 15 years. When JetsGo ceased operations in 2005, the domestic market was handed over to two carriers with little interest in changing the status quo. Moreover, with the ability to control prices and adjust capacity, Canada’s two flag carriers have been able to stifle their competition. Additionally, as a result of the duopoly, the barrier to entry for new market entrants has gone up significantly.
Part of the problem lies in Canada’s geography. With a population smaller than Tokyo spread over an area larger than the United States, it’s no wonder that airlines have struggled to succeed in Canada. While there is considerable traffic between the major urban areas (Vancouver, Calgary, Toronto, and Montreal), there is very little flow between Canada’s smaller cities. This makes profitability a major struggle for new market entrants, especially when the major routes are dominated by Air Canada and WestJet.
Swoop offers its customers landside check-in; however, many passengers make use of their mobile app – Photo: John Jamieson
Start of the Transition
However, things may be about to change. Three carriers (Rouge, Flair, and Swoop) are currently offering low-fare travel options and a fourth, Canada Jetlines, is on the way. Each with their own identity, the three existing carriers have thus far managed to stay afloat in Canada’s notoriously turbulent market. But for how long? That remains to be seen. With low-cost travel finally taking off, it’s worth taking a closer look at how they’ve managed to attract and maintain business. We’ll be taking a look at their origins, cost structure, and the quirks which have kept them in business and, later in my story, I’ll be including my brief interview with Swoop President Steven Greenway.
A JSX E135 wearing the old livery at Seattle’s Boeing Field on its July 1 inaugural arrival
At the beginning of August, JetSuiteX went through a rebrand and announced its new identity as JSX, accompanied with a new website jsx.com. JSX’s new name is a testament to its evolution since its inception in 2016. The company has always aimed to provide ’œJoyful, Simple Experiences’ in its innovative form of air travel as a ’œhop-on jet service.’
JSX currently offers publicly available charter flights on 30-seat jets from private terminals out of seven airports: Burbank (BUR), Las Vegas (LAS), Orange County (SNA), Napa/Concord (CCR), Oakland (OAK), Seattle-Boeing Field (BFI), and Phoenix (PHX).
Lovers of aviation make up a unique community unlike any other, and JSX’s experienced travelers seem to be the most in-the-know thanks to its elevated and efficient service on short distance flights in highly desirable markets. Luckily for frequent travelers, the company continues to work toward improving the aviation industry. As JSX’s co-founder and CEO Alex Wilcox shares, ’œit’s an industry that once you start working in, it’s really hard to get out.’
A SFO-branded reusable water bottle. This is probably a good enough reason to never use a plastic water bottle again. – Photo: AirlineReporter
First off, let’s be clear, I like the environment and want to not only do my part to make sure we have a nice little planet to live on, but also to motivate others. However, the plastic water bottle sales ban at the San Francisco International Airport (SFO), taking effect on August 20th, got me thinking. Do these sorts of changes work as well in a ’œtrapped’ world, like an airport? I say that since people in an airport do not have as much choice’¦ they mostly can only pick among the options given to them on the airside (after security).
Over the years, airports have grown the choices airside by leaps and bounds. Heck, many airports are more like shopping malls than an airports. But in the end, you are limited. If your local grocery store decides to no longer sell a product and it is super important to you… cool, just go down the street to the next one. At the airport, that is going to be a bit more of an ordeal.
My paper straw that I got to try while flying through SFO last time – Photo: David Parker Brown
I will say that I was shocked by some of the numbers. On average, SFO sells about 10,000 plastic water bottles per day, and that equals 3,650,000 per year. No question that is A LOT of plastic and even if they are all recycled (saying they are being recycled), it is not a good thing for the environment. It actually makes me pretty sad so many people do not bring their own reusable bottles (my fianc brings one for both of us and is always reminding me to hydrate). Conversely, that high number of bottles also shows there is A LOT of demand from people to drink water in plastic bottles. Is it fair to require passengers to use other options?
Sure, sure, getting a reusable plastic bottle is not that much to ask, and the airport is providing some other good options, including water in other packaging (like aluminum and glass). But how expensive will those be and how will that impact a family of four on a fixed budget? Will passengers accept the change? Should there be some line of convenience vs doing what’s right, and is this new policy crossing it? Honestly, I don’t know the answers. But let me share with you some of my thoughts and I hope that we have a good conversation in the comments…
