Stoking the Fire: Some Folks Find US Airways' "Britney Spears-like Spiral" Admission Unfunny

A blog I posted on December 19 about US Airways admitting a “Britney Spears-like spiral” appears to have had an unintended consequence – it has further stoked the ire of US Airways employees about management’s behaviour (could that fire burn any brighter at this point?).

A veteran member of one of my favourite forums, USAviation, picked up on my story, which reported that a press invite to attend US Airways’ annual media day contained the following admission from the carrier’s corporate communications team: “Yes, we are still here and kicking...and still LOVING our jobs in spite of spiraling Britney Spears-like during the past year!

“With res migration, operational challenges in the Northeast and the slow pace of labor contracts (just to name a few). At least we didn’t shave our heads, though.” (Photo from en.wikipedia.org/wiki/Image:Usair.jpg)

While I’m staying neutral on the content of the posted responses (heck, I’d still like to attend the event!!!), I think some of them are worth being reprinted here, if only to demonstrate just how deeply disenfranchised US Airways employees have become.

From beachboy:
"Wait a second I think I smell a new low by Jethro, Ellie May and the Clampett gang in PHX. Am I to read this correctly that they sent invites to the media comparing our airline to a Brittany Spears episode? Paging Morgan Durant. Could you please report to USAviation and tell us no one did something that tacky and classless. Tell me I am reading this wrong because my jaw is just on the floor. It's one thing to be called a trashy operation. It's one thing to know you are a trashy operation. But it's another thing to put it on engraved invitations to the press and yell it from bullhorns."

From US1YFARE:
"Casual is one thing...this type of self-deprecation is pathetic, unfunny and embarrassing. Who is running this circus?"

From NoMoreKoolAid:
"One less thing to pack in my roller board. Panties! embrace the trashiness! Hey Tempe said it was ok. Can't wait for my next trip on the EMB190"...

Needing More Than a Lubricated Shaft: Bombardier CRJ100/200 Flap Problem Remains Nuisance for Operators

One of the great things about being a journablogger (i.e. journalist blogger) is that I don’t have to adhere to a word count on my blog. Essentially, for better or worse, I can dump the contents of my notebook onto Runway Girl.

That’s an especially nice feature when covering a story like the Bombardier CRJ100/200 flap problem, and its impact on operators (which, as of Jan 3, were to have complied with a maintenance action in a FAA airworthiness directive aimed at reducing the number of stuck flap incidents that have been linked to cold weather operations).

That action called for CRJ100/200 operators to clean and lubricate the flexible shafts and install metallic seals in the flexible drive-shaft. While a clean, lubricated shaft suits certain purposes nicely, it seems it just isn't enough to resolve the CRJ100/200 problem (ahem). To that end, Bombardier has redesigned a seal, and is readying to have it certificated.

A story now running in Flight International magazine, and found here, talks about all of this. However, the world’s largest CRJ200 operator SkyWest had quite a bit more to say about the subject. Now Air Wisconsin has also chimed in, after one of its CRJ200s was forced to make an emergency landing at Burlington, Vermont last week due to a flap failure.

But let's start with SkyWest. Here’s a slightly abridged version of what SkyWest vice-president of finance and treasurer Michael Kruapp told me:

"SkyWest is probably on the forefront of complying with this [AD]. It is important to note that SkyWest actually noted that this was a problem prior to the issue…and sort of had a fix in place already."

"At this time, we are complying with the AD and taking the required changes as noted and specified by Bombardier. We are having some challenges and difficulty in doing that. From our perspective, we’re still having some challenges with the fix - the recommended fix that we’ve got, we’re trying to make sure that it is and it does work, etc. We’re just working through that process and ensuring compliance with the AD as issued."

"It’s interesting to note that when you get into a situation like this, they [Bombardier] are running through and trying to remedy a known situation right now and I think what they are still trying to do is to make sure that this is going to be a long-term fix."

"We operate an awful lot of these RJs (about 250) and we have a very keen interest to work with Bombardier, helping them, providing them with expertise. The challenge [is] in ensuring that it is a permanent fix and that you don’t have failures after that. We’re working with Bombardier to ensure compliance with the AD and do anything and everything we can as a partner and operator of these aircraft to ensure there is a good fix."

"They are working on continuous improvement. They are realizing they have a challenge here with the recommended solution and they are seeking an even better fix from what they have today."

"Obviously we are working on some of these fixes ourselves, and to the extent that we do that, we take our resources, maintenance…I’m sure most of the operators are incurring their own monies to help this fix as well."

And now for Air Wisconsin. On January 2, a CRJ200 operating as US Airways Express from Philadelphia to Burlington made an emergency landing at Burlington after experiencing a flap problem.

“The flaps failed”, says an Air Wisconsin spokeswoman. She says the pilots “discontinued their approach”, did a “go-around” and choose an alternative runway at the airport after determining that wind conditions were more conducive to landing. The aircraft landed safely.

It is unclear if weather had an impact on the flap failure (although it looks like Jan 2 was one mighty cold day in Vermont).

It is interesting to note that the incident occurred after the carrier complied with the maintenance action contained in the FAA’s air worthiness directive. “Two weeks ahead of the required date, all aircraft had gone through what they needed [and] are compliant with the airworthiness directive,” says the Air Wisconsin spokeswoman.

“It’s obvious that with that aircraft there has been an issue," she adds.

As specified in my article for Flight, Bombardier has been working with US manufacturer Eaton to redesign the flap system. The company has “completed testing of a new seal and, very soon, will share the specifics with the certification authorities”, it says.

Bombardier has also engaged Eaton for additional modifications. The work with Eaton, which is scheduled to begin in February, will further enhance the system's reliability, and is being done "in the spirit of continuous improvement", says Bombardier.

(Astroglide photo from "Must Have Site for Men" at http://www.have.co.uk/)

Rockwell on a Roll: Tapped by Mitsubishi to Provide Flight Computers, Pilot Controls for MRJ

Rockwell Collins on Monday plans to discuss an expansion of its relationship with Japan’s Mitsubishi Heavy Industries (MHI). But if you've landed on Runway Girl on this Friday night, I can tell you right now what that expansion entails.

MHI has selected Rockwell to provide primary flight control computers, pilot controls and the horizontal stabilizer trim system for the Mitsubishi Regional Jet (MRJ).

The deal makes Rockwell a key supplier for the 70- to 90-seat MRJ. Rockwell initially helped the MRJ get off the ground by providing its Pro Line Fusion avionics for the aircraft.

You’ll recall that the Boeing 787 uses Rockwell technology. And earlier this week, this blog discussed the likelihood that Rockwell will be selected by Bombardier to provide the flightdeck avionics for the CSeries (if the CSeries is to launch).

Now get on out of here. It's Friday night for goodness sake :)

US Airways Says No Thanks to ex-Maxjet Airways Boeing 767s But Looks to Acquire Some A340s

Where will the all-business-configured Boeing 767s flown by now-defunct Maxjet Airways end up? Well, one thing’s for sure - they won’t be flying under US Airways’ banner.

Flight International's ACAS database shows Maxjet had four 767-200ERs and a single 767-200 in its fleet.

Asked by an employee if US Airways is interested in acquiring Maxjet’s 767s, the carrier's senior VP of schedule planning and alliances Andrew Nocella reports the carrier does not have any interest in the aircraft at this time.

“We understand them to be of a similar age as our 767s and we are happy with the financial performance of the 757s to Hawaii and Europe. With 17 new A330-200s entering the fleet in the next few years we have lots of wide-body long range planes coming soon," says Nocella.

There is no doubt that US Airways has quite a bit of widebody lift coming its way. What it needs, however, is an aircraft capable of flying from Philadelphia to Beijing after last week receiving final DOT approval to initiate the service in 2009 (the same China rights that Maxjet tried to snag after US Airways complained about gate space at Philly…ouch).

It’s no secret that US Airways intends to operate Airbus A340s on the route. The carrier this week reiterated this plan to me. And, if all previous statements hold true, the aircraft will be an A340-300.

Let’s look back at those previous statements, shall we? In July 2007, I wrote that US Airways is looking at adding up to five A340s to its fleet. The article ran on Flight International magazine’s premium service Air Transport Intelligence. Here it is for your consumption:

US Airways considers adding up to five A340s
Mary Kirby, Philadelphia (27Jul07, 16:56 GMT, 204 words)

US Airways may add up to five Airbus A340s to its fleet to support future long-haul markets, the carrier has revealed.

“We are currently exploring used A340 options and expect that we could have four or five units in the fleet overtime,” says senior VP of schedule planning and alliances Andrew Nocella in the carrier’s latest employee newsletter.

ATI this week revealed that US Airways intends to use A340-300 aircraft on service from Philadelphia to Beijing in 2009, if it receives US DOT authority on the route.

The carrier holds rights to convert its 10-strong Airbus A330-200 order to A340s, but is also sourcing aircraft on the open market. These widebodies will be considered interim lift until US Airways’ Airbus A350 aircraft are delivered.

Nocella says a detailed review was done of the A340-300 and A340-500 for China and other future US Airways markets.

“While we would not completely dismiss adding this A340-500 to the fleet, we have found that it is more airplane than we require for Beijing service which we plan to operate with the -300 model in a 269-seat configuration,” he says.

The US Airways executive also notes that “very few -500s have been produced so they are hard to find”.

Source: Air Transport Intelligence news

Juicy presentation from Pinnacle Airlines about Colgan Air's Q400 expansion

My good friend and colleague, Air Transport Intelligence US Editor Lori Ranson, sniffed out this late-2007 presentation by Pinnacle Airlines executives to investors.

There is plenty of stuff worth chatting about in here, but highlights include Pinnacle subsidiary Colgan Air's potential to expand its feeder deal with Continental Airlines to include 30 Bombardier Q400s, and a list of projected cities to be operated by the regional as Continental Connection from Newark.

Amusingly enough, the route map mentions IATA code BTW (Batulicin Airport in Indonesia) as a destination, but I think it's safe to assume they mean BTV (Burlington, Vermont).

If that wasn't enough, however, airliners.net enthusiasts have started revealing initial cities to be served by Colgan at Newark in drips and drabs.

And now I'm being told that the first flights have been loaded into the CRS and include three daily flights from Baltimore/Washington to Newark starting on February 4.

CSeriously: Bombardier says it is in final downselect mode for CSeries flightdeck suppliers

Rumour has it that if Bombardier is to launch the CSeries (and I stress the word “if”), the manufacturer will select Rockwell Collins to provide the flightdeck avionics.

Bombardier has been working closely with Rockwell on flightdeck avionics for the 110/130-seat CSeries for the last few years, although it has held discussions with Thales and Honeywell. Commonality with the Boeing 787 avionics suite (manufactured by Rockwell) is said to be playing a role in the decision.

Asked to respond, the official word from Bombardier is: “We are not able to comment on the CSeries suppliers selection as we are currently in a final ‘downselection’ process. As you may be aware, we only announced the selection of Pratt & Whitney (power plant) and AVIC 1 (centre fuselage) for the CSeries program, subject to the launch to the CSeries aircraft.”

The key phrase, of course, is “subject to launch”. The CSeries might very well never see the light of day. Some well-placed sources feel downright certain that it won’t.

Time will tell. And that time is nearing. Bombardier has said it is waiting until calendar 2008 before announcing a launch decision. As of yesterday, the clock is ticking. (CSeries specs from Bombardier's site)

Oh, and Happy New Year folks. I took a little break over the holiday. Now I'm back to business.

Open channels: Will 2008 be the year for in-flight mobile phones and broadband?

This gal seems to think so. Check out my connectivity feature now running in Airline Business magazine.

The gist is that 2008 looks to be the year when airlines finally begin to roll out in-flight mobile phone, blackberry, SMS and high speed Internet services. It might remind us why Connexion was oh so cool after all (even if that particular strategy proved unsustainable).

A big shout out to David Field of Airline Business for his very generous plug.

For the nostalgic among us - remember when staying connected on the road looked something like this?