Examination of videos has revealed that the Japanese Coast Guard Plane, a DHC8 turboprop, was lined up on runway 34L for take-off when it was struck by the landing Japan Airlines A350 on Tuesday evening.
Why the Coast Guard plane was lined up is a mystery but advice from ATC (NOTAM) that critical Stop Bar Lighting were unserviceable for a series of taxiway to runway junctions (C1 to C14) could be a critical factor.
Did the Coast Guard pilot assume he could enter the runway as there were no Stop Bar warning lights on (Below Images)? Did the Coast Guard crew read the NOTAM? What instructions did it receive from ATC? These questions will be the key to the investigation.
The Japan Airlines crew wouldn’t have seen anything on their Traffic Collison Avoidance System (TCAS) as this is disabled passing through 900ft on the approach to land. The blame appears to be with either the Coast Guard Pilot or ATC for not knowing where the a/c under their control was.
Five Coast Guard crew died in the tragedy although the pilot survived, while all 379 passengers and crew of the Japan Airlines A350 survived.
The accident mirrors an almost identical collision in Los Angeles at night in 1991 when a USAir Boeing 737, Flight 1493 was cleared to land on runway 24L and at the same time a SkyWest Metro II aircraft, Flight 5569 to Palmdale, was permitted to line up on runway 24L but hold.
The air traffic controller became distracted and confused by another aircraft problem and tragically a collision occurred killing 12 passengers and crew on the MetroLiner and 22 on the 737.
Airlineratings.com is packed with information about air travel and answers questions that many of us may have thought of, but didn’t know who to ask. Well, now you do!
Airlineratings.com was developed to provide everyone in the world with a one-stop shop for everything related to airlines, formed by a team of aviation editors, who have forensically researched nearly every airline in the world.
Our rating system is rated from one to seven stars on safety – with seven being the highest ranking. Within each airline, you will find the country of origin, airline code, booking URL and seat map information. The rating system takes into account a number of different factors related to audits from aviation’s governing bodies, lead associations as well as the airline’s own safety data. Every airline has a safety rating breakdown so you can see exactly how they rate.
Over 230 of the airlines on the site that carry 99 per cent of the world’s passengers have a product rating. Given that low-cost, regional and full-service carriers are so different we have constructed a different rating system for each which can be found within each airline
In this week’s long-haul, low-cost vs full-service airline comparison, we take a look at Vietjet and Vietnam Airlines on a return flight from Melbourne to Ho Chi Minh (SGN).
In perhaps the toughest review yet, the winner of this comparison between the two Vietnamese airlines will come down to seat selection and baggage.
Our flight to Ho Chi Minh will be taking place on August 11th and returning on August 26th, 2023. Both Vietjet and Vietnam Airlines operate direct flights on this route with an A330 and A350 respectively.
Our return flight with Vietjet came to $597 AUD which included seat selection, 40kg of checked baggage, a 10kg carry-on bag, meal, and drink. There is no in-flight entertainment, Wi-Fi or in-seat power and extra snacks and drinks need to be purchased.
Our flight with Vietnam Airlines came in at $666 AUD which included meals, snacks, unlimited drinks, in-flight entertainment through seat back screens, in-seat power, blankets and pillows plus 23kg of baggage and a 7kg carry-on bag.
However, and this is where it gets interesting, when we add extra baggage and seat selection to the Vietnam Airlines booking to match Vietjet and compare ‘like with like’ the price jumps up an extra $600 AUD to make the total cost $1523 AUD.
If we take the baggage and seat selection out of the equation, then Vietnam Airlines with its onboard comfort and in-flight entertainment would be a winner. When we add extra baggage and seat selection to match the Vietjet offering then Vietjet becomes the winner with a far cheaper cost.
So, who is the winner? For the first time, we do not have a clear winner. Put simply, if you’re travelling with just 23kg of baggage and don’t mind where you sit then Vietnam Airlines is our choice, however, if you want more luggage and to choose your seat then we would choose Vietjet.
If you missed last week’s long-haul comparison between British Airways and Play check it out here
Are you enjoying our reviews so far? Are there any routes would you like us to evaluate? Place a comment below or get in touch via our social pages
In this week’s long-haul, low-cost vs full-service airline comparison, we take a look at the ever-popular London to New York route. There are loads of full-service flight options for this route but we have opted to compare the UK’s legacy carrier, British Airways and the new Icelandic low-cost carrier, PLAY Airlines. For the first time yet in this series we had a very clear winner.
Our return flight with PLAY came to $ 664 USD (£532) which includes an $80 USD allowance for meals, drinks and snacks on board, 20kg of checked luggage, carry-on baggage, seat selection and priority boarding. Amenity kits, blankets and pillows, in-flight entertainment, in-seat power and WiFi are not available.
Flights with Play departed and arrived at London Stansted and New York Stewart respectively. Each flight also stops over in Iceland for roughly 2 hours. The total flight time (including the stopover) from London to New York is 11h 15 and from New York to London 10h 20. New York Stewart is a small airport on the outskirts of New York and passengers need to allow approximately 90 minutes to get into New York Central (bus or train) and allow an additional $ 20-25 USD each way.
Our flight with British Airways came in cheaper at $605 USD (£485) which included meals, snacks, drinks, in-flight entertainment, amenities upon request, 23kg of baggage and a 7kg carry-on bag.
The flights with British Airways outbound departed from London Gatwick and arrived at JFK. Coming back they departed JFK and arrived at London Heathrow. Both flights are direct and fly into more ‘central’ airports.
On the topic of central airports, the centrality of these airports really depends on where you are going/living within each city. Where a city has multiple airports always factor the cost and time of getting to/from the airport into your final decision.
In terms of comfort, both airlines offer 30-31 inches of legroom and some seat recline. The aircraft operated on these flights are however very different with PLAY operating the single-aisle A321 and British Airways the far more comfortable twin-aisle Boeing 777.
In this week’s head-to-head we have a very clear winner in British Airways. British Airways offers not only a cheaper fare but far more comfort on board with included drinks, meals and in-flight entertainment. For the author flying into JFK rather than SWF is also a big factor in the decision and unless you are after a holiday in Iceland, a direct flight is usually preferable.
If you missed last week’s long-haul comparison between Scoot and Singapore Airlines check it out here
Are you enjoying our reviews so far? Are there any routes would you like us to evaluate? Place a comment below or get in touch via our social pages
In this week’s long-haul, low-cost vs full-service airline comparison, we take a look at Scoot and Singapore Airlines on two different flights from Singapore to Europe. Why two different destinations?
Scoot is Singapore Airlines’ low-cost subsidiary and provides passengers with direct flights into Europe via Athens or Berlin. Singapore Airlines operates direct flights to numerous ports in Europe however excludes those operated by Scoot. For this comparison, we used the direct flight with Scoot into Athens and the Singapore Airlines direct flight into Rome.
Our return flight with Scoot came to $1830 SGD with the inclusion of a meal, snack and drink on each segment, a standard window seat, 30kg of checked baggage and a 10kg carry-on bag. Amenity kits such as blankets and pillows are also available for purchase ($24 SGD) on board but given most passengers wouldn’t buy these, we left that off the price for this exercise. I also added an additional $40 SGD to each flight ($80 in total) for the purchase of in-seat power, additional drinks, meals and snacks over the 11-hour flight.
Our flight with Singapore Airlines came in at $2787 SGD which included meals, snacks, unlimited drinks, in-flight entertainment, amenity kits, blankets and pillow plus 30kg of baggage and a 7kg carry-on bag.
In terms of comfort, Scoot offers 30-31 inches of legroom and Singapore Airlines 32 inches. Both offer an 18-inch seat width and a 6-inch seat recline.
Having flown both airlines multiple times the author can vouch for the value Scoot provides and the excellence in dining, inflight entertainment and comfort you receive on Singapore Airlines. Anyone who’s flown Singapore Airlines long haul will know what I mean.
Even though Scoot has no in-flight entertainment, less legroom, a buy-on-board menu and comfort packs that need to be purchased, with a saving of $957 SGD this author would have to choose Scoot over Singapore Airlines. The Rome flight is longer than the Athens flight (60-90 minutes) so you would expect a higher fare however not that high!
If the budget allowed and you aren’t travelling with anyone under 12, I would recommend upgrading your flight to the Scoot In Silence cabin for an additional $200 SGD
If money was no object, it would be Singapore Airlines all the way but looking at the value proposition of getting from Singapore to Europe, Scoot would be the easy choice on this occasion.
If you missed last week’s long-haul comparison between WestJet and Air Canada check it out here
Are you enjoying our reviews so far? Are there any routes would you like us to evaluate? Place a comment below or get in touch via our social pages
This week we compare WestJet and Air Canada on a long-haul return flight from Calgary to London Heathrow. Considering the overall cost, comfort, aircraft and flight time we will see who offers the best value. This review will demonstrate why it is so important to check all prices on a route rather than simply assuming low cost is cheaper.
Our economy flight to London will be taking place on September 11th and returning on September 23rd 2023. Both WestJet and Air Canada operate direct flights on this route with a Boeing 787 Dreamliner.
Our return flight with Westjet came to $1557 CAD with the inclusion of meals, snacks and drinks, in-flight entertainment through seat back screens, in-seat power, a standard window seat, blankets and pillows, 23kg of checked baggage and a 7kg carry-on bag. Wifi Is also available for a fee.
Our flight with Air Canada came in cheaper at $1507 CAD which included meals, snacks, unlimited drinks, in-flight entertainment through seat back screens, in-seat power, a standard window seat, blankets and pillows plus 23kg of baggage and a 7kg carry-on bag. Wifi Is also available for a fee.
What was particularly interesting about this flight comparison was not only that Air Canada was cheaper than its low-cost competitor Westjet but that Westjet actually offered more legroom and seat width in economy. It is unusual to find the low-cost carrier offering more personal space than a full-service carrier.
So which one would we pick to fly? With both airlines offering almost identical onboard service, having similar departure and arrival times plus the same aircraft, the choice has to come down to price. For this reason, the author would choose Air Canada but I would encourage anyone doing this route to compare the prices for both airlines for your specific dates and take your pick from there as both offer comfort and value so you can’t lose.
If you missed last week’s long-haul comparison between Cebu Pacific and Philippine Airlines check it out here
Are you enjoying our reviews so far? Are there any routes would you like us to evaluate? Place a comment below or get in touch via our social pages
In this week’s long-haul, low-cost vs full-service airline comparison, we take a look at Jetstar vs Qantas on a flight from Sydney to Honolulu. Looking at cost, comfort, aircraft and flight time we will see who offers the best value.
Our Jetstar vs Qantas fly-off to Honolulu will be taking place on August 28 to September 11th, 2023. Both Jetstar and Qantas operate direct flights on this route with a 787 and A330 respectively.
Our return flight with Jetstar came to $1192 AUD with the inclusion of a meal, snack and four bottles of water on each segment, a standard window seat, access to the in-flight entertainment, 20kg of checked baggage and a 7kg carry-on bag. Amenity kits such as blankets and pillows are also available for $25 but given most passengers wouldn’t buy these, we left that off the price for this exercise.
Our flight with Qantas came in at $1494 which included meals, snacks, unlimited drinks, in-flight entertainment, amenities, 23kg of baggage and a 7kg carry-on bag.
In terms of comfort, the leg room is only one inch (or 2.5 cm) more on Qantas than Jetstar however the seat recline is roughly double. The actual seat width is virtually the same.
The Qantas A330 offers a comfortable 2-4-2 seating configuration across the plane where as the 787 is fitted out as 3-3-3.
Despite the layout of the A330 being one of my favourites, with a $302 AUD difference in the fare and a comparable level of comfort and flight time, in this example the author would opt to save that $302 for the destination and take Jetstar.
If you missed last week’s long-haul comparison between AirAsiaX and Malaysia Airlines check it out here
Are you enjoying our reviews so far? Are there any routes would you like us to evaluate? Place a comment below or get in touch via our social pages
In the year post COVID we have seen the demand for travel rise like never before. There’s friends and family to catch up with, bucket lists to tick off and savings to be spent. However, the rise in demand has also resulted in an expected but significant rise in the price of airfares, accommodation, and experiences.
Travellers are looking for ways to cut costs where they can and one of these is to consider a low-cost airline for their long-haul travel. On the surface, the low-cost airline fare is attractive and affordable but what is the real cost of travelling long haul by the time you add food, water, bags and seats? Let’s not forget the comfort factor too – on a long-haul flight every extra inch of space makes a difference.
To answer this question, we are compiling a series of low cost vs full service airline comparisons on certain routes around the world. We will look at cost and comfort to determine if long haul low cost is really worth it.
Our first comparison looks at the total cost and on board experience flying low cost AirAsiaX or full service legacy carrier Malaysia Airlines. Our trip from Kuala Lumpur to Auckland will depart on August 28 and return on September 15th 2023.
Our flight with AirAsiaX came to 3854 MYR ($1305 AUD) with the inclusion of a meal and one small bottle of water on each flight leg, a standard window seat, 20kg of checked baggage and a 7kg carry on bag. Admittedly you would likely need to spend at least another 120 MYR ($40 AUD) to purchase extra drinks and snacks, but for this exercise we left that out. This airline offers no in flight entertainment or seat back power to recharge your device.
Our flight with Malaysia Airlines came in at 5174 MYR ($1753) which included meals, snacks, unlimited drinks, in flight entertainment, amenities, 20kg baggage and a 7kg carry on bag.
With a 1320 MYR ($448 AUD) difference in the fares the question of ‘which is better’ really comes down to where the traveller places value.
For the author (who is admittedly a tired mother to two babies), the thought of a direct flight with a little extra seat width, more seat recline, unlimited beverages, meals and snacks, a seat back screen for in-flight entertainment and a cosy blanket and pillow makes the extra cost worthwhile.
However, when discussing this with my 18 year old niece, the value for her is placed on the saving she can make flying long haul, low cost. For her, she can easily go without the comforts and endure the longer flight time to have that extra money in her pocket to spend at the destination.
Qantas and Virgin Australia have reached out to Bonza staff and passengers with offers of recruitment and free travel.
In a statement, Qantas said:
“We extend our thoughts to our aviation industry colleagues and their families – from pilots and cabin crew to flight planners and operations controllers – who will all feel the impact of today’s news.
“If Bonza employees would like to discuss recruitment opportunities within Jetstar and Qantas, particularly in specialised fields which are unique to aviation, we’ve set up a dedicated page on the Jetstar careers website.
“For any customers with a cancelled Bonza flight on a route we operate, to make sure you’re not further out of pocket, you can fly with us at no cost where we have seats available.
“Of Bonza’s 36 routes, there are six overlapping routes with either Jetstar or Qantas:
Melbourne – Gold Coast (Jetstar)
Melbourne – Sunshine Coast (Jetstar)
Avalon – Gold Coast (Jetstar)
Gold Coast – Cairns (Jetstar)
Melbourne – Mildura (QantasLink)
Melbourne – Alice Springs (Qantas)
“If there is another close alternative route that Jetstar or Qantas operate, customers with a cancelled Bonza flight can also travel at no cost (e.g. Brisbane as an alternative to Gold Coast, or Melbourne as an alternative to Avalon).
Bonza customers can contact Jetstar on Live Chat or 13 15 38 and Qantas on 13 13 13 to book these seats.”
Virgin Australia said:
“We are aware of the temporary suspension of Bonza flights,” read a statement by the company.
“We will immediately support any passengers stranded mid-journey by offering complimentary seats on Virgin Australia-operated flights to the airport nearest to their final planned Bonza destination.
“For those at an airport please see your nearest customer service representative or call our Guest Contact Centre on 13 67 89.”
Bonza, Australia’s newest low-cost airline has suspended flights today across the east coast of Australia as it goes in to administration.
According to FlightRadar24 flights involving three of its four Boeing 737s have been cancelled.
Those services are:
Rockhampton to Melbourne
Gold Coast to Gladstone
Melbourne to Gladstone
A fourth service between Newcastle and The Sunshine Coast is still listed as operating but has not departed and is thus presumed cancelled.
In a statement, Bonza CEO Tim Jordan told airlineratings.com:
“Bonza has temporarily suspended services due to be operated today (Tuesday 30th April), as discussions are currently underway regarding the ongoing viability of the business.
“We apologise to our customers who are impacted by this and we’re working as quickly as possible to determine a way forward that ensures there is ongoing competition in the Australian domestic aviation market.”
Airlineratings.com is packed with information about air travel and answers questions that many of us may have thought of, but didn’t know who to ask. Well, now you do!
Airlineratings.com was developed to provide everyone in the world with a one-stop shop for everything related to airlines, formed by a team of aviation editors, who have forensically researched nearly every airline in the world.
Our rating system is rated from one to seven stars on safety – with seven being the highest ranking. Within each airline, you will find the country of origin, airline code, booking URL and seat map information.
The rating system takes into account a number of different factors related to audits from aviation’s governing bodies, lead associations as well as the airline’s own safety data. Every airline has a safety rating breakdown so you can see exactly how they rate.
Over 230 of the airlines on the site that carry 99 per cent of the world’s passengers have a product rating.
Given that low-cost, regional and full-service carriers are so different we have constructed a different rating system for each which can be found within each airline.
Airlineratings.com has information on over 30 types of aircraft from the latest Boeing 787 to the A380 and smaller jets.
Best of all, there are simple answers to many of the quirky questions including:
“What are all those noises after takeoff and before landing?” “Why do you have to put the window shades up for landing and takeoff?” “What is a winglet and what is it for? “Why is it so costly to fly short distances?” “How often is an aircraft maintained? “How strong is a wing?” “How do they test aircraft” “How often do plane tyres need to be replaced?”
The covers have been lifted on Al Maktoum International Airport, – Dubai World Airport – which will be five times the size of the current Dubai Airport.
The airport when completed will be able to handle 260 million passengers per year, with five parallel runways and 400 aircraft gates.
In an announcement, Emirates said that “thanks to the visionary leadership of HH Sheikh Mohammed bin Rashid Al Maktoum, Al Maktoum International Airport will ensure that Dubai continues to lead the global aviation sector for decades to come.”
Dubai World Central (DWC) as it is better known was opened in 2010, as a secondary gateway, initially handing cargo services with some passenger flights added in 2014.
Phase two announced yesterday will see it become Dubai’s primary hub for AED 128 billion.
Paul Griffiths, CEO of Dubai Airports said yesterday:
“The growth of Dubai has always been hand in hand with the growth of its aviation infrastructure and today we see another bold step on that journey. The announcement of phase two of Dubai World Central – Al Maktoum International Airport’s (DWC) expansion, representing a substantial investment of AED128 billion, marks the start of a huge investment of resources by our many stakeholders in designing and building a state-of-the-art airport that will provide a quick, convenient, and high-quality 21st-century experience for our customers. This further solidifies Dubai’s position as a leading aviation hub on the world stage. “DXB will continue to serve as the primary hub, meeting the needs of 100 million plus guests over the next few years as phase two of DWC takes shape. We will be actively collaborating with our airline customers, our strategic partners, the Dubai Government, and our stakeholders to bring this visionary project to fruition.
His Highness Sheikh Mohammed bin Rashid Al Maktoum, the ruler of Dubai, revealed the concepts of the new airport via Twitter (X).
He said: “As we build an entire city around the airport in Dubai South, demand for housing for a million people will follow. It will host the world’s leading companies in the logistics and air transport sectors,” His Highness explains.
“We are building a new project for future generations, ensuring continuous and stable development for our children and their children in turn. Dubai will be the world’s airport, its port, its urban hub, and its new global centre.”
Lufthansa has finally launched its new Allegris cabin product in three of four classes – with the notable absence of the ostentatious new first-class suites.
Still, this comes as a relief for Lufthansa, having been stuck for many years in an uncomfortable position of having made many great promises predominantly to premium customers, but delivering on none so far on board.
Not many big network carriers fly such an outdated long-haul business-class product as Lufthansa currently does in over a hundred aircraft. The pairs of full-flat seats, lacking almost any privacy, were introduced in 2012.
Usually, the typical cycle of a long-haul premium product in the industry is seven years, while Lufthansa’s new offering will only complete the rollout over the entire fleet of 117 jets by the end of 2027 – 15 years after premiering their last upgrade.
This is not just due to COVID-19 and current supply chain disruptions. Lufthansa is always one of the last among big players to elevate its premium offering to levels that have already become industry standard for years.
British Airways pioneered full-flat seats in long-haul Business Class in 1999 – Lufthansa followed in 2012, with the first generation still flying. “Lufthansa always wants to bring out something new, their own, different design, and then they can’t decide and it drags on forever”, a former Lufthansa executive tells Airlineratings, after painfully experiencing this process first-hand before.
“It’s always a clash between the logic of flight operation and the lofty ideas of the designers and creatives.” Back in 2017, Lufthansa first released renderings of a new throne seat in Business Class, the new Allegris product was supposed to premier in 2020 on board the brand new Boeing 777-9, of which Lufthansa is a launch customer. “It’s a joke that this is now the last aircraft where our customers will experience Allegris,” says a product manager. The first 777-9 will only arrive in summer 2026, hopes Lufthansa, if no further delays occur, which is unlikely.
For the peak of the northern summer travel season, Lufthansa will introduce five newly delivered A350s with Allegris to its fleet by the end of July, all stationed in Munich. And all still lacking one crucial product element: The lavish new First Class, coming in two single suites and one double suite. The huge suites, the double one occupying a whopping 3.7 square meters of real estate, initially proved to be too heavy, their 1.88 meter high walls running them into further certification troubles, with supply chain shortages adding to the extra delay.
On the first A350s with Allegris, Lufthansa deals with this shortfall quite cheekily. Due to crew safety reasons, one row of non-revenue Economy Class seats, not to be occupied, has temporarily been installed in the big front First Class compartment. On both bulkhead walls front and back, decals evoke the impression of an online file being slowly downloaded, announcing “Lufthansa Allegris First Class – Loading…”. From October to year-end, three additional A350s will join the fleet coming straight from the factory in Toulouse with the new First Class finally on board.
The actual biggest news about the new cabin, however, is the unprecedented level of differentiation in Business Class. As an industry first, Lufthansa offers five different kinds of seats plus three sub-types, and each can be reserved in advance paying individually set surcharges to the fare. Just how exactly Lufthansa aims to teach its customers this sophisticated level of added complexity remains a mystery, as is currently still the pricing, apparently even internally.
“It’s very optimistic to assume yield management can deal with level of complexity,” says the former Lufthansa executive. Top tiers of frequent fliers will be able to reserve some seat categories without extra payment, while every Business passenger can grab whatever seat is still available at no surcharge once online check-in opens the day before the flight. “You can always gamble,” comments a product manager. In terms of price levels, one hint is Swiss, part of the Lufthansa group, which started charging about €275 for elderly throne seats on its A340-300 fleet recently. Even for its most lavish Business Suites, Lufthansa’s surcharge will be below €1000, hints a product manager asked by airlineratings.
Following recent trends, Allegris almost introduces a separate sub-class in the first row of Business with its Business Suites. Guests here not only get a lot of privacy and space, but they are also the only ones given a special menu of drinks and snacks for in-between main meals, as well as pyjamas on night flights and a soft mattress seat cover on every flight. Other Business guests only get this on sectors of over ten and a half hours block time, making Los Angeles, San Francisco and Mexico City the only North Atlantic destinations where this offering is available to all Business passengers, “due to costs for logistics dealing with mattress covers,” admits a product manager.
The bad news is that entry-level Business seats on the aisle away from the window and some aisle seats in the middle offer less foot space than the current product. While the beds now extend to a full two meters on every seat (about three cm more than currently), the foot well itself is a tiny tunnel on these seats, preventing much movement, especially for passengers with larger feet. At least even these seats get a glimpse of daylight through one window fairly far away – if it’s not seats 6C and 6H, which don’t even have this single window. What is internally called the “Dirk Nowitzki seat” after the super-tall German-born US basketball star is the extra-long bed seat, where passengers can stretch out over 2.20 meters.
For the first time Lufthansa offers direct aisle access from every premium seat with Allegris, and a premier is the heating and cooling system built into every premium seat. A new hard product is also offered in Premium Economy Class (above) with fixed seat shells and an increased pitch of 99cm, in the armrest the seats offer wireless charging for phones, which most other airlines only do in premium classes. While it will still take a long time before the majority of Lufthansa customers can experience Allegris for themselves, it’s finally a big step forward in product innovation, which is long overdue at the German carrier. Until the end of 2024 with eight new cabins flying, Allegris will be available on some flights from Munich to Vancouver, Toronto, Chicago, San Francisco and Shanghai.
Airlineratings.com is packed with information about air travel and answers questions that many of us may have thought of, but didn’t know who to ask. Well, now you do!
Airlineratings.com was developed to provide everyone in the world with a one-stop shop for everything related to airlines, formed by a team of aviation editors, who have forensically researched nearly every airline in the world.
Our rating system is rated from one to seven stars on safety – with seven being the highest ranking. Within each airline, you will find the country of origin, airline code, booking URL and seat map information.
The rating system takes into account a number of different factors related to audits from aviation’s governing bodies, lead associations as well as the airline’s own safety data. Every airline has a safety rating breakdown so you can see exactly how they rate.
Over 230 of the airlines on the site that carry 99 per cent of the world’s passengers have a product rating.
Given that low-cost, regional and full-service carriers are so different we have constructed a different rating system for each which can be found within each airline.
MH370 expert Richard Godfrey has published a new paper which reveals that Geoscience Australia MH370 data used in another paper by Capt. Patrick Blelly, Jean-Luc Marchand and an anonymous source called [email protected] is not from the Malaysian Military.
That paper falsely claims that the Malaysian military radar data has been released by Geoscience Australia.
Mr Godfrey said that the authors further falsely claim this data:
1. “radically changes our current knowledge of the trajectory travelled by MH370 between the IGARI waypoint and leaving radar coverage at 18:22 UTC.”
2. is “new, previously unknown digital radar data”.
3. “should be understood as an update of the document on civil radar data published in their previous paper.”
4. “To some extent, this report fulfils the promise made by the Malaysian Defense Minister during the press conference to publish the radar data”
5. “goes a step beyond all previous studies on the specific segment of the trajectory of the the MH370: the one that was captured by the radars from Kuala Lumpur until the exit from the radar coverage at 18:22 UTC (LSTRP).” The abbreviation LSTRP does not appear in the JSON file.
6. “It provides evidence for almost perfect knowledge of this segment of the trajectory.
“To claim this “radically changes our current knowledge of the trajectory travelled by MH370”, is“new, previously unknown digital radar data” and “goes a step beyond all previous studies” is speculation.
“To claim that the source of these 500 data points is the Malaysian military has been shown to be false, as the source is clearly the civilian radar and ADS-B data, which has been known since 2015, with updates provided in 2018 and 2019.”
Mr Godfrey also makes these key findings:
Military radar data has a date-time stamp, the Geoscience data does not.
Military radar data is a chronological stream, the Geoscience data is not.
Military radar data has major gaps, the Geoscience data does not.
Military radar raw data does not contain repeats, the Geoscience data has 38 repeats.
Military radar raw data does not contain additions or fillers, the Geoscience data has been redacted.
Military radar data was shown to the NOK in 2014, the Geoscience data does not use this data.
Civilian radar data was released in 2015 and since updated, the Geoscience data matches.
Civilian radar and ADS-B data contains 4,808 rows, the Geoscience data is a subset of 500 rows.
The Geoscience data is for illustrative purposes only, for MH370 flight path graphics on their website.
Airlineratings.com is packed with information about air travel and answers questions that many of us may have thought of, but didn’t know who to ask. Well, now you do!
Airlineratings.com was developed to provide everyone in the world with a one-stop shop for everything related to airlines, formed by a team of aviation editors, who have forensically researched nearly every airline in the world.
Our rating system is rated from one to seven stars on safety – with seven being the highest ranking. Within each airline, you will find the country of origin, airline code, booking URL and seat map information.
The rating system takes into account a number of different factors related to audits from aviation’s governing bodies, lead associations as well as the airline’s own safety data. Every airline has a safety rating breakdown so you can see exactly how they rate.
Over 230 of the airlines on the site that carry 99 per cent of the world’s passengers have a product rating.
Given that low-cost, regional and full-service carriers are so different we have constructed a different rating system for each which can be found within each airline.
Qatar Airways Cargo has announced the opening of its state-of-the-art Animal Centre and the relaunch of its Next Generation Live product, setting new benchmarks in the transport of live animals.
As a leading transporter, with over 550,000 animals including 10,000 horses flown in 2023, the airline reaffirms its commitment to animal welfare.
Mark Drusch, Chief Officer of Cargo at Qatar Airways Cargo, shares his vision: “At Qatar Airways Cargo, we recognise our responsibility extends far beyond the mere transportation of animals. We are committed to advocating for their welfare globally, ensuring our operations respect and contribute positively to their overall well-being. This holistic approach to animal care is a fundamental part of our ethos, driving us to innovate and lead in the industry. With our new Animal Centre and service enhancements, we’re not just setting new standards for animal transport, we’re actively working towards a future where every aspect of our operations reflects a deep respect for animal welfare, embodying our commitment to making a meaningful difference in their lives.”
Qatar Airways Cargo Animal Centre Highlights
Facility Size: 5,260 square meters, featuring full temperature control for optimal animal comfort.
Kennel Capacity: 140 dog kennels and 40 cat kennels.
Horse Stables: 24 stables distributed in 4 zones with separate airflows for proper segregation.
Specialty Areas: Custom spaces designed for day-old-chicks, birds, fish, reptiles and exotic animals.
Handling Features: Includes airside and landside interfaces with multiple docks for efficient operations. Equipped with a sophisticated HVAC system for maintaining optimal air quality.
Technology: Capacity for handling up to 47 ULD positions, with specialized ULD rooms for various operations.
Live Product Enhancements
Qatar Airways Cargo proudly introduces significant enhancements to its live animal transport services:
Kennel Calculator Tool: An innovative online resource for determining the ideal kennel size, ensuring comfort and compliance with IATA LAR standards.
Streamlined Customer Service: Procedures have been refined for faster and more efficient customer interactions with a dedicated Control Tower for the most sensitive shipments
Digitalized IATA LAR Training: Ensures rapid compliance and enhances staff proficiency in animal handling.
Pet Card Service: Continues to offer a personal touch by sharing updates and photos of pets during transit, enhancing customer experience and peace of mind.
About Qatar Airways Cargo
Qatar Airways Cargo, the world’s leading international air cargo carrier is based in Doha, State of Qatar. It serves a global network of more than 70 freighter destinations and 170 passenger destinations utilising freighters and belly-hold passenger aircraft. The airline’s freighter fleet includes 28 Boeing 777 freighters and 230 belly-hold planes. It also has an extensive road feeder service (RFS) network. The cargo airline is the launch customer for the innovative Boeing 777-8F featuring advanced technology, and a 25% improvement in fuel efficiency and emissions, with the first delivery arriving in 2027.
As a market leader, the cargo carrier provides high operating standards for the transportation of cargo, with considerable investments in digitalisation, products, facilities and services.
Qatar Airways Cargo remains committed to sustainability and giving back to communities it serves through its sustainability programme WeQare, built on the key pillars of sustainability: environment, society, economy and culture.
With considerable investments in its products, services, quality handling, infrastructure, facilities, people and procedures at each of its destinations, the cargo carrier provides high operating standards for the transportation of cargo. Qatar Airways Cargo remains committed to sustainability and giving back to communities it serves through its sustainability programme WeQare, built on the key pillars of sustainability: environment, society, economy, and culture.
The Star is reporting that Capital A Bhd has entered into a conditional share sale and purchase agreement with AirAsia Group Sdn Bhd (AAG) to dispose of its 100 per cent equity interest in AirAsia Aviation Group Ltd (AAAGL) and AirAsia Bhd (AAB) for RM6.8 billion.
The move will see the formation of a new AirAsia Group, comprising the former AirAsia Aviation Group’s airline units in Malaysia, Thailand, Indonesia and the Philippines, as well as AirAsia X and Thai AirAsia X.
This will make AirAsia the largest low-cost airline group in Asia.
Pursuant to AirAsia X Bhd’s (AAX) proposed internal reorganisation, AAG will assume the listing status of AAX before the completion of the proposed disposals.
CEO of Capital A and Advisor to the newly formed AirAsia Aviation Group, Tony Fernandes said, “Today’s announcement is more than just a transaction, but a unique and time-sensitive opportunity to elevate our aviation business to the next level, while driving growth and profitability across core non-airline business portfolios for Capital A. The divestment facilitates clear distinction between Capital A’s main portfolios of businesses – the aviation group, digital businesses, and logistics plus aviation services to optimise synergies across entities and unlock greater value for all stakeholders.”
He added,“When AirAsia was founded in 2001, our vision was clear: to establish a low-cost airline model focused on simplicity and cost-efficiency, primarily operating single-type narrowbody aircraft optimised for short-haul flights. To capture the medium-haul market, AAX was created in 2007 adhering to the same principles of low-cost, and efficient operations. The emergence of Airbus’ A321LR and A321XLR, is an unprecedented, game-changing opportunity.”
Bo Lingam, Group CEO of AirAsia Aviation Group said, “We are excited about the dawning of a new era, where AirAsia and AAX operations will unify to create a single-type fleet that can reach the entire world, without the complexities associated with a mixed fleet. With extended 7- to 10-hour range capabilities and unparalleled fuel efficiency, these aircraft can fly further and more efficiently than previous narrowbodies, allowing us to explore new destinations and pioneering new and underserved routes, which has been the hallmark of AirAsia’s success. Our ambition is to rival global giants with a profitable, low-cost network spanning the globe.”
Benyamin Ismail, CEO of AirAsia X said, “We wholeheartedly welcome the strategic acquisition. Over the next five years, we plan to leverage the extended range capabilities of the new specification aircraft to connect Asean to Europe, Africa, Central Asia, and North America, solidifying our position as a key player in the global aviation market. The “One Airline” strategy accelerates our journey, leveraging existing routes, approvals, and slots for rapid expansion. For AirAsia X shareholders, this is a rare opportunity to acquire not one, but four established and growing Asean-based airlines with existing routes, approvals and slots – at a cost outlay of just RM3 billion in new shares issuance. The proposed exercise offers AirAsia X a growth lifeline leveraging Capital A’s aircraft order book of almost 400 aircraft with an ongoing delivery timeline up to 2035. While the process has been long-winding and intricate, we remain committed to safeguarding shareholder interests.”
Fernandes explained,“Turning Capital A’s shareholders’ equity positive, which is a major step forward in exiting Practice Note 17 (PN17), is a welcome benefit but ultimately immaterial in our decision to pursue this proposed divestment. The puzzle of bringing together all AirAsia airlines under a single umbrella had been on our minds for many years and the missing piece has finally arrived in the form of the new-generation Airbus aircraft. Our driving motivation has been to unlock and realise value for our shareholders, though we also remain steadfast in our commitment to emerge successfully from PN17, propelled by our resilience and determination to navigate challenges.
“We have emerged out of the long tunnel called Covid, more resilient, refined and fortified. We have created five great companies– aviation, logistics, digital businesses, aviation services and IP business – all with enormous value and immense potential. I am confident they will evolve into the next AirAsia’s, embodying value and innovation,” he added.
Korean Air is launching a new daily service between Seoul Incheon and Macau from July 1.
Flights depart from Incheon International Airport at 9:15 pm and arrive at Macau International Airport at 11:55 pm. The return flight departs from Macau International Airport at 1:10 am the next day and arrives at Incheon International Airport at 6:00 am. The flight time is approximately 3 hours and 40 minutes.
Macau, a special administrative region of China, offers a unique blend of Chinese and Portuguese cultures. With its mild winters, it is considered a great travel destination year-round. Visitors can explore exotic streets, historic buildings and the vibrant skyline as well as enjoy many activities such as night bus tours and fountain shows.
Macau’s proximity to Hong Kong, accessible within an hour by ferry or bus, offers further travel convenience. Korean Air also operates four daily flights between Seoul Incheon and Hong Kong.
In response to growing travel demand, Korean Air is restoring services and exploring new markets to strengthen its China network. The airline has resumed three weekly flights between Seoul Incheon and Zhangjiajie and four weekly flights between Seoul Incheon and Zhengzhou from April 23 and 24, respectively.
Airlineratings.com is packed with information about air travel and answers questions that many of us may have thought of, but didn’t know who to ask. Well, now you do!
Airlineratings.com was developed to provide everyone in the world with a one-stop shop for everything related to airlines, formed by a team of aviation editors, who have forensically researched nearly every airline in the world.
Our rating system is rated from one to seven stars on safety – with seven being the highest ranking. Within each airline, you will find the country of origin, airline code, booking URL and seat map information.
The rating system takes into account a number of different factors related to audits from aviation’s governing bodies, lead associations as well as the airline’s own safety data. Every airline has a safety rating breakdown so you can see exactly how they rate.
Over 230 of the airlines on the site that carry 99 per cent of the world’s passengers have a product rating.
Given that low-cost, regional and full-service carriers are so different we have constructed a different rating system for each which can be found within each airline.
Airlineratings.com has information on over 30 types of aircraft from the latest Boeing 787 to the A380 and smaller jets.
Best of all, there are simple answers to many of the quirky questions including:
“What are all those noises after takeoff and before landing?” “Why do you have to put the window shades up for landing and takeoff?” “What is a winglet and what is it for? “Why is it so costly to fly short distances?” “How often is an aircraft maintained? “How strong is a wing?” “How do they test aircraft” “How often do plane tyres need to be replaced?”
For most of us, it’s hard to imagine a world where travel by jet airliner wasn’t the norm. Yet from ancient times to the mid-20th century, ships dominated global passenger transportation.
Within the historical record, wooden-hulled sailing ships reigned supreme for most of the passenger ship’s almost 6,000-year heritage. From the Polynesian islands to ancient Egypt, China and the once numerous European empires, sailing ships facilitated the movement of people across the globe.
While rudimentary steam engines had existed for centuries, the 1830s and 1840s saw the technology adapted for widespread use aboard ships. The gradual replacement of sail with steam gave birth to the era of the steamship. As these ships grew, engineers adapted iron and later steel, to build even larger hulls and superstructures – doing away with the wooden designs that had endured for thousands of years.
Throughout the late 19th century and early 20th century, shipbuilders expanded their designs to create larger, faster, and more comfortable ocean liners. The 1880s saw the widespread adoption of electricity aboard. The 1890s witnessed an upscaling of amenities and passenger comforts, while in the 1900s fast and efficient turbine engines powered the giant Lusitania and Mauretania at record-breaking speeds – allowing them to cross the Atlantic in under 6 days.
The Atlantic speed record, known as the Blue Riband, was held by the ship that made the fastest Westbound crossing – west being more challenging due to the Atlantic currents.
Throughout the 20th century, speeds quickened. Queen Mary achieved a crossing in under 4 days in 1938, and the SS United States crossed in 3 days, 12 hours 12 minutes in 1952 – the fastest transatlantic transit ever achieved by Ocean Liner.
The QE2 survived the jet age by blending resort facilities with traditional transatlantic liner capabilities.
However, by the 1950s the global travel paradigm was starting to shift. The same year as SS United States blitzed her way across the Atlantic, the de Havilland Comet entered service with BOAC.
While the range of the first Comet variant meant the aircraft could not make efficient transatlantic crossings, the comfort and convenience of jet air travel took the world by storm. But the Comet’s reign was short-lived, with the airliner suffering numerous fatal crashes that irreversibly damaged its reputation.
Yet despite devastating losses, the pace of change quickened. In 1957, for the first time, the number of air travellers eclipsed sea travellers on the prestigious transatlantic service.
This shift was driven by improvements in large piston driven airliners, such as the Lockheed Constellation and the Douglas DC-7. Yet there were still plenty of travellers taking ocean crossings, and for a brief period, shipping executives attempted to maintain the status quo.
BOAC Douglas DC-7C
However, on October 26, 1958, the Boeing 707 entered service with Pan American Airways. This aircraft, N711PA ‘Clipper America’, set off from New York flying an 8-hour, 41-minute service to Paris.
Though the aircraft did make a fuel stop at Gander, Canada, on the return service, the speed of the service was a true game-changer. The 707-made ships, even the mighty SS United States, appear positively glacial.
Pan American Boeing 707
As more jet aircraft, entered service on the North Atlantic, passengers with means flocked to the airlines. The question on the mind of many travellers was: ‘Why spend days at sea on a ship when I can cross the Atlantic in just a few hours by air?’
Nearly always, the answer resolved in favour of air travel. And as Douglas DC-8s joined the world’s fleets from 1959 and Vickers VC10s from 1964, there were ever more airlines operating jet services.
Douglas DC-8 on its first flight in 1958
Passenger shipping on the North Atlantic was almost immediately impacted. And the shift to jets spread globally, meaning the loss of ocean liner passengers was not constrained to the North Atlantic.
BOAC VC-10
Qantas, for example, was the first non-US carrier to operate the 707, flying the modified long range -138 model from June 1959. These jets allowed the Australian flag carrier to compete head-to-head with long-established ocean liner operators for business travellers, as well as people with means emigrating to Australia.
Widebody airliners were the final death knell for passenger ships as a primary form of transport. The efficiency and capacity of the Boeing 747, Douglas DC-10 and Lockheed L-1011 led to an almost global adoption of air travel as the main way to travel between continents.
Throughout the 1960s and 1970s, ocean Liners were laid up en masse. Many were sent to scrap yards. A few, such as the iconic QE2, Mardi Gras and SS Norway, were able to transition successfully to a cruising role.
It may surprise you to know that the modern-day cruise industry owes much of its success to the same airlines that decimated ocean liner travel. But that is a story best left for another day.
Airlineratings.com is packed with information about air travel and answers questions that many of us may have thought of, but didn’t know who to ask. Well, now you do!
Airlineratings.com was developed to provide everyone in the world with a one-stop shop for everything related to airlines, formed by a team of aviation editors, who have forensically researched nearly every airline in the world.
Our rating system is rated from one to seven stars on safety – with seven being the highest ranking. Within each airline, you will find the country of origin, airline code, booking URL and seat map information.
The rating system takes into account a number of different factors related to audits from aviation’s governing bodies, lead associations as well as the airline’s own safety data. Every airline has a safety rating breakdown so you can see exactly how they rate.
Over 230 of the airlines on the site that carry 99 per cent of the world’s passengers have a product rating.
Given that low-cost, regional and full-service carriers are so different we have constructed a different rating system for each which can be found within each airline.
Airlineratings.com has information on over 30 types of aircraft from the latest Boeing 787 to the A380 and smaller jets.
Best of all, there are simple answers to many of the quirky questions including:
“What are all those noises after takeoff and before landing?” “Why do you have to put the window shades up for landing and takeoff?” “What is a winglet and what is it for? “Why is it so costly to fly short distances?” “How often is an aircraft maintained? “How strong is a wing?” “How do they test aircraft” “How often do plane tyres need to be replaced?”
India’s Indigo Airlines has opted for the Airbus A350 to expand its international operations with a massive order for 30 plus 70 options.
The airline stated that the exact configuration of the aircraft would be decided at a later stage, and the deliveries are expected to start in 2027.
Pieter Elbers, CEO of IndiGo, (centre above) said the historic moment marks a new chapter for IndiGo and will further shape the future of the airline and for Indian aviation at the same time. “For IndiGo, after successfully pioneering the Indian skies with an unprecedented journey, its fleet of 30 Airbus A350-900 aircraft will allow IndiGo to embark on its next phase of becoming one of the leading global aviation players.”
Airlineratings.com is packed with information about air travel and answers questions that many of us may have thought of, but didn’t know who to ask. Well, now you do!
Airlineratings.com was developed to provide everyone in the world with a one-stop shop for everything related to airlines, formed by a team of aviation editors, who have forensically researched nearly every airline in the world.
Our rating system is rated from one to seven stars on safety – with seven being the highest ranking. Within each airline, you will find the country of origin, airline code, booking URL and seat map information.
The rating system takes into account a number of different factors related to audits from aviation’s governing bodies, lead associations as well as the airline’s own safety data. Every airline has a safety rating breakdown so you can see exactly how they rate.
Over 230 of the airlines on the site that carry 99 per cent of the world’s passengers have a product rating.
Given that low-cost, regional and full-service carriers are so different we have constructed a different rating system for each which can be found within each airline.
Airlineratings.com has information on over 30 types of aircraft from the latest Boeing 787 to the A380 and smaller jets.
Best of all, there are simple answers to many of the quirky questions including:
“What are all those noises after takeoff and before landing?” “Why do you have to put the window shades up for landing and takeoff?” “What is a winglet and what is it for? “Why is it so costly to fly short distances?” “How often is an aircraft maintained? “How strong is a wing?” “How do they test aircraft” “How often do plane tyres need to be replaced?”
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