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Maverick last won the day on July 6

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  1. Protesters to begin five days of drone disruption at Heathrow Sep 12, 2019 Victoria Moores Heathrow Pause Environment protest group Heathrow Pause plans to disrupt flights at London Heathrow Airport for at least five days from Sept. 13 by illegally flying unmanned aerial vehicles (UAVs), or drones, within the airport’s exclusion zone. The group opposes Heathrow’s expansion plans and wants to draw attention to the impact of rising emissions on climate change. Unauthorized drone activity within Heathrow’s 5km (3.1 mi.) exclusion zone is illegal. The campaign group plans to fly toy drones within the exclusion zone, from before the airport opens on Sept. 13. The drones will then be flown at regular intervals to keep flights grounded. “We currently anticipate that we have the numbers [of drone-pilot protesters] to keep the action going from Friday [Sept. 13] through until Tuesday [Sept. 17] at the earliest, and quite possibly beyond,” Heathrow Pause said Sept. 9, via messaging platform WhatsApp. Heathrow Airport said it is working closely with authorities and expects to remain open Sept. 13, without compromising safety. “We will be using our drone mitigation and detection systems, dynamic situation assessments and our partnership with the authorities to minimize any intended disruption,” the airport said in a statement. The Metropolitan Police said anyone caught flying a drone without permission within the exclusion zone will be arrested and prosecuted. “This group of activists have stated their intention to fly drones illegally near Heathrow airport on Friday morning [Sept. 13], with the sole aim of causing significant disruption to planned flights. Far from this being a lawful protest, this is the deliberate and criminal targeting of an essential part of the UK’s national infrastructure that thousands of people rely on every day and it will not be tolerated,” Metropolitan Police deputy assistant commissioner Laurence Taylor said Sept. 11. The Metropolitan Police said it has a “robust policing plan” in place, to avert or minimize disruption and respond rapidly to any criminal activity. “Protesters should note that endangering the safety of an aircraft is a very serious offense that can result in a long jail sentence,” the Metropolitan Police said in an Aug. 29 statement. At just before 1900 local time on Sept. 12, Heathrow Pause said five of its members have been arrested in targeted police raids, including drone pilots and a media coordinator. “Five people have now been arrested before a drone has flown; we are not yet sure of the charges. The Heathrow Pause action will carry on exactly as planned, peacefully and non-violently, regardless of today’s events. We have contingency measures in place.” Heathrow Pause has been transparent about its plans and has met with the police and airport representatives over recent weeks. The lightweight drones will be flown within the exclusion zone—but they add the flights will be below 6 ft. away from flightpaths and Heathrow will be given at least an hour’s notice of any activity. Once the action is complete, the drone pilots will call police, inform them of their location and surrender themselves for arrest. In late 2018, flights at London Gatwick Airport were halted over a period of days by drone activity. Victoria Moores
  2. Bit more detail here. Why is this not being called a case of domestic terrorism?
  3. You know there is the possibility I'm posting tongue-in-cheek, right? For the record, I've never heard a peep about WJ wanting Heathrow slots...
  4. Won't need to do that, AC, as part of the ACPPA can have all the TATL from Quebec. Then they can focus on proper English/French signage and announcements. WestJet can deal with the anglo-centric parts of Canada. It's really the only fair way to do this. Even Gabor Lukacs would give this plan two thumbs up!
  5. I suspect that 30% of AC's LHR slots will be soon turned over to WestJet. It's the only fair way to protect the Canadian consumer. All those shiny new 787's WJ has coming will fit into there nicely.
  6. Not really. The CFM56-7B is as about as solid an engine that's ever been, multiple daily cycles have not been problematic at all. That being said, should the 737 Max ever be cleared to fly again the start cycle on the LEAP-1B is longer than the average Hawaiian inter-island leg so it's unlikely they'd ever be used in that role. Quote Edit Options
  7. Sorry can't paste the body of the article...
  8. No doubt about that. WJ was supposed to have 16 in the fleet by now and AC at least 30. I'm thinking there's another shoe to drop soon, I have no inside information but I think one or both carriers will announce some sort of "adjustment" in their Max orders...
  9. It's a nice sentiment but until they divest themselves from Quebecois leadership it will never happen. History has proven that most anything coming out of Quebec will have everything from political influence to outright bald faced corruption. Sad state of affairs really.
  10. Opinion The Boeing 737 Max Crisis Is a Leadership Failure Safety begins at the top, and the top officials at Boeing and the Federal Aviation Administration have let us down. By Jim Hall and Peter Goelz Mr. Hall was chairman of the National Transportation Safety Board from 1994 to 2001. Mr. Goelz was managing director of the board from 1996 to 2000. July 17, 2019 We’ve seen this before: A Boeing airliner crashes, killing all aboard. Investigators believe a design flaw in the aircraft played a major role in the accident, but Boeing blames the pilots. Eventually, the design flaw is corrected, but not before another plane crashes, leaving more deaths in its wake. In our time at the National Transportation Safety Board we saw this happen — long before the two Boeing crashes in the past year. On March 3, 1991, a United Airlines Boeing 737 crashed on approach to Colorado Springs, killing all 25 people aboard. After an investigation of almost two years, the N.T.S.B. concluded that one of the two likely causes was a malfunctioning rudder power control unit, which moved the rudder in the opposite direction to that intended by the pilots. The agency recommended that the Federal Aviation Administration require airlines to install a modified part, to prevent future rudder reversals, as soon as Boeing made them available, but Boeing failed to do that. On Sept. 8, 1994, a USAir 737 crashed as it neared Pittsburgh, killing all 132 people aboard. Despite the obvious similarities between the two crashes that were revealed during the investigation, Boeing insisted even to the final stages of the second inquiry that there was nothing wrong with the design of the aircraft, and the company again pointed to improper pilot rudder commands as the cause. In the end, the rudder was indeed determined to have malfunctioned and caused both crashes. Boeing redesigned the part, and it was retrofitted in all 737s. There has not been a crash caused by that issue since then. But this disturbing culture of denial persists today at Boeing, as shown by the revelations following the crashes of two 737 Max 8 aircraft in Indonesia and Ethiopia, which killed 346 people. The company has an institutional reluctance to even examine potential design flaws in its product. Boeing’s stubborn resistance to admit its mistakes — even as those mistakes have delayed the return to operation of 737 Max planesby several months, according to The Wall Street Journal — are turning into a disaster for the company and its customers. Some of the families of the victims testified before Congress on Wednesday. Even worse, Boeing has found a willing partner in the F.A.A., which allowed the company to circumvent standard certification processes so it could sell aircraft more quickly. Boeing’s inadequate regard for safety and the F.A.A.’s complicity display an unconscionable lack of leadership at both organizations. Boeing’s first public statements after the Indonesia crash in October, supported by the F.A.A., questioned the abilities of the pilots, even though subsequent reporting has shown that pilots were not given the information they needed to properly react to the aircraft’s unexpected descents. Only after the crash of the second Max 8 in Ethiopia, in March, did Boeing acknowledge that software in the planes’ cockpits played a major role in the accidents. Related More on the Boeing 737. The Dangerous Flaws in Boeing’s Automated System March 29, 2019 Boeing 737 Max: The Latest on the Deadly Crashes and the Fallout March 22, 2019 The 737 Max of today — a 143-foot-long plane seating more than 230 people — is a very different aircraft from the humble 737 of the 1960s, which was only 94 feet long and seated no more than 118. But the current regulatory system allows for significant modifications of an aircraft design without requiring a new certification review. Even though the new plane had different flight characteristics, larger engines and a new flight management system, no simulator training was required for pilots familiar with older model 737s, a marketing move designed by Boeing to increase sales. And the F.A.A. allowed this. Safety begins at the top, and the top at both Boeing and the F.A.A. has let us down. Boeing’s board must find out who has enabled and encouraged this corporate culture, and hold those leaders accountable, beginning with the chief executive, Dennis Muilenburg. But this is bigger than the Max 8. We now have an airline safety agency that has become less and less forceful in exercising its regulatory authority over an aircraft manufacturer, even one that appears to be aggressively prioritizing profits over safety. It hasn’t helped that, like many government agencies, the F.A.A. has been without a permanent leader for 18 months. Congress has permitted this to occur, but it can make the system much stronger. Two decades ago, lawmakers wisely sought to remove the F.A.A. from the political process by giving its administrator a five-year term so that the agency would have continuity of leadership. Congress can push for a permanent F.A.A. administrator, and use its oversight authority to make sure that the new leadership re-establishes the proper relationship between the regulator and the regulated. The bottom line is that two nearly new, American-built airliners crashed within a few months of each other and nearly 350 people died. No one should be proud of the regulatory structure that put these planes in the air. We need major changes now. Jim Hall was chairman of the National Transportation Safety Board from 1994 to 2001. Peter Goelz was managing director of the board from 1996 to 2000. The Times is committed to publishing a diversity of letters to the editor. We’d like to hear what you think about this or any of our articles. Here are some tips. And here’s our Follow The New York Times Opinion section on Facebook, Twitter (@NYTopinion) andInstagram.
  12. Jetlines calls out the lack of Canadian Airline Competition with First-Ever Protest in the Sky The ultra-low-cost carrier is encouraging Canadians to sign a petition to show they want increased competition and decreased airfares Canada Jetlines Ltd. Canada’s First Protest in the Sky — End Sky-High Airfares LINK TO VIDEO ASSET: VANCOUVER, British Columbia, July 25, 2019 (GLOBE NEWSWIRE) -- Canada Jetlines Ltd. (JET: TSX-V; JETMF: OTCQB) (the “Company” or “Jetlines”), the first ultra-low-fare carrier in Canada has staged a protest in the one place the airline duopoly think they own: the sky. Using four planes, 18 skydivers and the Jetlines CEO, an airborne protest was staged to call out the lack of Canadian airline competition. This act was to rally Canadians, investors and the Competition Bureau around the idea of increased competition and decreased airfares. The ultra-low-fare carrier is encouraging people to go to Jetlines’s website and sign an online petition that will be presented to the Canadian Competition Bureau, the government agency that ensures markets operate in a competitive manner to prevent abusive monopolistic practices. While several airlines have attempted to enter the Canadian market, the duopoly has pushed them out with short-term match-pricing at prices below their avoidable costs. Thus far, Canada’s Competition Bureau has done little to rectify this issue. The Competition Bureau is currently investigating WestJet and their subsidiary new airline for “predatory pricing” to undercut new entrants. Under Canada’s competition laws, predatory pricing occurs when an incumbent with market power sets its prices below avoidable costs. “Canadians pay among the highest airfares in the world and we’re the only developed country without an ULCC as two high cost airlines control approximately 85% of the domestic market,” says Javier Suarez, CEO for Jetlines. “We know Canadians are fed up as there are between five and six million passenger trips per year by land over to the US each year to fly on US low cost carriers, based out of northern US airports, that in many cases only operate from those airports due to the robust Canadian passenger traffic. We’re urging consumers to go online and to show their support for more competition and lower fares in Canada.” The entrance of Jetlines has the potential to dramatically reduce airfares for Canadians on a long-term, sustainable basis. In just two decades, the ultra-low-cost carrier (ULCC) model has proven to be highly profitable and successful throughout the world. They generate economic growth but most importantly, they give consumers the freedom to travel more often. While more of these airlines are taking off, Canada has not tapped into the high demand for this kind of travel due to the anti-competitive environment of the existing Canadian duopoly. As a consequence, there is a lack of competition, that drives up prices, making consumers suffer. Jetlines is a publicly traded company, backed by a management team and board of directors with extensive experience in the low-cost airline industry. Jetlines expect to launch operations before the end of this year. The launch of airline operations is subject to receipt of regulatory approvals and completion of the remaining financing. About Canada Jetlines Ltd. Canada Jetlines is set to become Canada’s first true Ultra-Low Cost Carrier (ULCC) airline, with plans to operate flights across Canada and provide non-stop service from Canada to the United States, Mexico and the Caribbean. The Company plans to commence operations with the Airbus A320 fleet, the most widely used aircraft for ultra-low cost carriers worldwide. Jetlines is led by a board and management team with extensive experience and expertise in low-cost airlines, start-ups and capital markets. The Company was granted an unprecedented exemption from the Government of Canada that will permit it to conduct domestic air services while having up to 49% foreign voting interests. Jetlines ability to sell tickets and launch airline service remains subject to the completion of the airline licensing process, the receipt of applicable regulatory approvals and the completion of financing. For more information on Jetlines, please visit our website at ON BEHALF OF THE BOARD "Mark J. Morabito" Executive Chairman
  13. With all the P-8's and wedgetails still to be delivered I'm confused as to how Boeing has announced that the last 737NG has been produced? I'm betting they wish they had kept it going a bit longer...
  14. Went through it once LAS-YVR. The whole flight was a bit choppy but the only two people that were not buckled in were the two F/A's at the back. Both were pretty beat up after. One removed the e-light above the lav door with her butt. We got into clear air and I cleaned up the galley and got them both buckled in for landing. I was doing the mtce rider thing so was half asleep (buckled in) at row 20'ish when it happened. I had some light bruising on my hips from the jolt but nothing more. WEAR YOUR SEATBELT!
  15. What’s your thoughts on the old PWA combi’s as far as cleanliness, Malcolm?