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Maverick last won the day on January 28

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About Maverick

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  1. Interesting. We sold 10 of our early direct-buys to Southwest a few years ago and they were absolutely stunned at how good a shape they were in, At that time they were buying up every used -700 they could find. I was at the facility where they being prepared for Southwest service and some of the equivalent age -700's I saw from southeast Asia frankly shocked me. The Chinese -700's were taking around 90 days to prepare, the WJ ones were about 45 I was told. FWTW...
  2. I'm thinking this airplane is now dying a slow death... Boeing 737 MAX Production Increases Could be a Whisper, Not a Roar Michael Bruno February 05, 2020 Credit: Jason Redmond/Getty Images Boeing’s Jan. 29 teleconference will be remembered as one of the most humbling earnings reports in the 103-year-old company’s history, but for 737 MAX suppliers it will also set the tone for the next two or three years. “Slowly” was the buzzword repeated often by Boeing leadership, especially when it came to the narrowbody’s monthly production rate ramp-up—assuming the MAX is set to become “ungrounded” and production resumes after halting this month. Boeing CEO David Calhoun and Chief Financial Officer Greg Smith said during the call that production flow will return “one step at a time,” even “one airplane at a time.” Boeing still has not forecast production plans beyond stating it can restart manufacturing months before the MAX is returned to service. But already major suppliers, analysts and consultants are piecing together a road map that foresees MAX monthly unit production rates hitting the mid-20s this year, the 30s most of next year and possibly back to 52—where it stood before the MAX crisis—by the end of 2022. “Probably the most distressing aspect of the line shutdown was the relative lack of guidance provided to suppliers,” Teal Group analyst Richard Aboulafia said Jan. 23. “Rate 52—if we get that in late 2022, I’d be super happy.” Considering that Boeing has indicated a new public marker of a midyear MAX return to service that seemingly is backed by the FAA, the supply chain is expecting Boeing’s own production to restart in March or April. “We’ve assumed roughly a 90-day production delay, which is consistent with direction that we’ve received from Boeing,” says United Technologies Corp. (UTC) Chairman and CEO Greg Hayes. More anecdotal evidence came Jan. 30 from aerostructures leader Spirit AeroSystems, when managers there announced a new agreement with Boeing over MAX production. “Under the agreement, Spirit will restart production slowly, ramping up deliveries throughout the year to reach a total of 216 MAX shipsets delivered to Boeing in 2020,” the Wichita supplier said. “Spirit does not expect to achieve a production rate of 52 shipsets per month until late 2022.” In turn, that would imply an average production rate of 24 per month in 2020, according to financial analysts Sheila Kahyaoglu and Greg Konrad at Jefferies, who note that Spirit already counts about 95 737 units parked in or near its factory. Other suppliers are making similar noises. Hayes of UTC, home to Collins Aerospace and Pratt & Whitney, says managers assume an average production rate of 21 per month in the second half of the year for Collins. General Electric executives say their Leap engine production has not stopped, but the rate this year will fall to roughly half what it was in 2019, also indicating a rate of 21. This is all a world apart from the five-a-month jumps Boeing and suppliers originally envisioned shortly after MAX production was cut to 42 a month last April. Based on what they heard at Aviation Week’s MRO Americas 2019 conference, Leeham News and Analysis reported at the time that MAX-makers had eyed a rate increase to 47 in June, 52 by August and finally 57 by last September. Of course, rate 57 is where Boeing and suppliers were poised to go to before the MAX crisis erupted. Now it is a “creep, crawl, walk, jog, and then run approach,” as industry consultant Jim McAleese puts it. Among the consequences, the first year of “normal” MAX production will be 2023, also when Boeing might get up to rate 57. In turn, Boeing and its suppliers have to adjust their earnings expectations to account for both the lack of previously planned deliveries as well as new costs, since they were positioned for rate 57 by last summer. For its part, Boeing added $9.2 billion to its summary of MAX-related financial charges as part of its latest earnings report, bringing the total to $18.6 billion so far. Cost estimates from the supply chain are trickling in, and they range from mild to eye-popping. Hayes says the production pause is projected to cost UTC just $100 million per month in sales. “We do not anticipate any layoffs,” he adds. “I think that would be the easiest thing to do, but quite frankly, given the scarcity of talented aerospace workers out there, we’re not going to be laying anybody off for a 90-day delay here. I think we’re going to work on the backlog.” But Spirit has already announced layoffs of at least 2,800 workers in Wichita. Increasingly, smaller suppliers are warning Wall Street of bad news, too. British aerostructures provider Senior said Jan. 31 its aerospace revenue this year could drop 20% compared with last year, due to the MAX production halt. Senior’s operating margins will slip as well, and according to media reports the company is saying the recently announced sale of its aerostructures business might have to be shelved until more MAX certainty emerges.
  3. Hard to tell for sure but for my money that looks like the tire cap separated and got thrown forward and into the engine. We had a rash of those a few years back and the amount of damage that can do is staggering.
  4. Then maybe they can pay back the taxpayers of Canada for the billions upon billions they've been lent?
  5. I'm Tech Ops. Rules don't apply to us.
  6. I know this doesn’t excuse it but when this happens the rampies (and the engineers!) generally give the animals plenty of attention. I’ve let dogs out plenty of times when it was safe. I’d bet money that dog was not terribly distressed on his journey!
  7. The lady has taste. The Duchess of Sussex evaded TV crews when she returned to North America on Canada's low-cost WestJet airline after announcing plans to step back from royal role
  8. Well, just for a bit of balance... Air Canada ranked one of the worst major airlines for passenger satisfaction Tyler Jadah | Dec 4 2019, 9:29 am CNW Group/Air Canada Canada’s largest airline has been ranked as one of the worst in the world when it comes to passenger satisfaction, according to a new report. ADVERTISEMENT The report, put together by consumer insights company JD Power, was split into two categories, measuring passenger satisfaction with airline carriers flying from North America to Europe and Asia. In the Asian category, Air Canada ranked as the ninth worst airline, out of 11 spots and the 10th worst in the European section. See also: These are Canada’s most-streamed Spotify artists and songs of 2019 These are the most commonly stolen vehicles in Canada Travel magazine names Air Canada as its “Airline of the Year” These are the most bike-friendly cities in Canada: report The study is based on responses from 6,287 passengers, fielded from September to October 2019. It is based on passenger satisfaction in nine categories: in-flight services, cost and fees, aircraft, flight crew, check-in, boarding, immigration, baggage, and reservation. Among carriers flying from North America to Europe, Turkish Airlines ranked the highest in passenger satisfaction with a score of 833. Virgin Atlantic ranks second with 829, and British Airways and Delta Air Lines rounded out the top three with a score of 815. Air Canada’s score was 787, beating only Norwegian Airlines at 767. The European average is 809. Among carriers flying from North America to Asia, Japan Airlines ranks highest with a score of 869 followed by Delta Air Lines (861) and Korean Air (854). Air Canada finished third from the bottom with a score of 811, followed by China Eastern Airlines (810) and United Airlines (808.) The Asia average is 830. ADVERTISEMENT “For the world airline industry, air carriers are recognized globally by Skytrax. Air Canada has been ranked Best Airline in North America by Skytrax for three consecutive years and in eight of the last 10 years,” Air Canada told Daily Hive in a statement. “In its evaluation, Skytrax undertakes an extensive annual survey of more than 21 million air travellers versus the 6,287 by JD Power. Air Canada is also the only Skytrax, Four-Star rated network carrier in North America, based on assessment of more than 1,000 aspects of airport and onboard products and services.” Air Canada says it has received consistent recognition for its products and services in the form of a wide range of other awards, most recently being named Airline of the Year by Global Traveler.
  9. The damage itself is probably not a show stopper but that aircraft is over 30 years old. It would be throwing good money after bad but that's what governments do...
  10. There's so many holes in that report it's almost comical. That's got be close to write-off...
  11. By Andy Pasztor and Alison Sider Nov. 26, 2019 9:46 pm ET SHARE TEXT 24 In the latest hurdle confronting Boeing Co. ’s bid to get its grounded 737 MAX fleet back in the air, federal regulators now intend to inspect and sign off on every jet individually before delivery to airlines. The move, spelled out Tuesday by the Federal Aviation Administration in a letter to the plane maker, signals that resuming MAX flights will be more complicated and perhaps time-consuming than previously projected. The FAA stripped Boeing of longstanding authority to perform such routine, pre-delivery safety checks and signoffs of MAX planes on its own, amounting to another public pushback by the agency against company pressure to accelerate the reinstatement. SHARE YOUR THOUGHTS Do you trust Boeing to inspect and sign off on its jets? Why or why not? Join the conversation below. It isn’t clear how much of a delay the change is likely to create. Some of the fallout is symbolic, while the eventual impact will partly depend on how effectively Boeing prepares jets removed from service and partly on the availability of FAA employees to process steps to get them back in the air. The decision comes as industry officials world-wide increasingly question whether initial MAX deliveries are probable before year’s end. In an email, a Boeing spokesman said: “We continue to work with the FAA on the safe return to service of the MAX fleet.” Early Wednesday, the spokesman said “we welcome and embrace this decision by the FAA. Safety is our number one priority.” At the very least, the FAA’s message appears to continue a public-relations tussle between Boeing, which has been angling to start some MAX deliveries by late December, and FAA leaders, who have increasingly been stressing that they don’t have a specific timeline and won’t sacrifice safety to speed up the process. Even if Boeing receives the FAA’s signoff on software fixes to flight-control computers and begins a trickle of MAX deliveries in December, it is expected to take additional weeks for the FAA and foreign regulators to complete associated changes in pilot training. Boeing vs. Airbus: The Aviation Industry’s Swinging Power Balance YOU MAY ALSO LIKE UP NEXT 0:00 / 6:22 Boeing vs. Airbus: The Aviation Industry’s Swinging Power Balance As Airbus is set to overtake Boeing to become the world’s largest plane maker by deliveries, WSJ explains how two jetliners—the 737 MAX and the A320neo—ended up at the center of the biggest rivalry in the aviation world. Photo illustration: Jaden Urbi But the language in the letter, signed by John Piccola, head of the FAA’s Boeing oversight office, and sent to Elizabeth Pasztor, a senior company compliance official, raises doubts about Boeing’s overall safety practices and safeguards. The letter extends the revised delivery procedures to newly manufactured MAX aircraft, an area that hasn’t received stepped-up public scrutiny in the past. According to the letter, the FAA made the decision because the current backlog of some 600 MAX jets in storage around the globe poses challenges that “significantly exceed any that the Boeing system has previously experienced.” Boeing will need to vet the planes it has stored, as well as assisting airlines to prepare planes that have been sitting idle for eight months to resume commercial service. In addition, the letter said that, going forward, the FAA will have sole authority “to issue airworthiness certificates and export certificates” for all 737 MAX models. Without such paperwork, airlines typically won’t pay Boeing for delivering jets. “At a minimum,” the letter indicates, the agency won’t return authority for such pre-delivery approvals to Boeing until the company’s “737 MAX compliance, design and production processes meet all regulatory standards” to ensure public safety. Airlines have been anxious for Boeing to resume delivery of the MAX jets. The carriers have to follow a series of steps to prepare their aircraft to carry passengers, and some had been hoping to avoid bottlenecks and long waits as customers clamor to receive their MAX jets once the plane is cleared for service. Southwest Airlines Co. , American Airlines Group Inc. and United Airlines Holdings Inc.have cleared the MAX from their schedules through early March. A spokesman for American said the airline is working closely with the FAA and Boeing and awaiting guidance from the agency. “The FAA controls this process,” he said. A spokeswoman for Southwest said the FAA’s latest strategy doesn’t change the airline’s planning for return to service. A representative for United declined to comment. Boeing’s earlier proposals to start delivering MAX jets by the end of the year prompted pushback from within the FAA. Ali Bahrami, the agency’s top safety official, wrote a note to Administrator Steve Dickson earlier this month, saying that reports of Boeing’s plans “have resulted in concerns” among safety professionals. “I would like to send a strong message to the 737 Max team to reassure them that safety, not Boeing’s schedule, is our top priority,” Mr. Bahrami wrote. In a memo and in a video message, Mr. Dickson reassured employees that the FAA “fully controls” the approval process and told them to make safety—not Boeing’s schedule—the priority. “I know there’s a lot of pressure to return this aircraft to service quickly,” he said. “I want you to know that I want you to take the time you need and focus solely on safety. I’ve got your back.” The setback for Boeing comes as regulators from the U.S., Canada and other countries appear to be moving closer together on eventual training requirements for MAX pilots. Barring some unexpected changes, the FAA seems headed toward allowing U.S. carriers to put their jets back into service using only computer-based training for crews—without mandating any time in ground-based simulators. But afterward, according to industry and government officials, the FAA may require extra simulator time for MAX pilots in the U.S. as part of their normal recurrent training. Similarly, some of these officials said, regulators in Canada and elsewhere are leaning toward the same sequence, including additional simulator time to practice unusual flight upsets. European regulators, seeking to impose their own requirements without creating major disruptions in pilot training, also could embrace such steps as part of a compromise to start the MAX flying passengers again, according to industry officials on both sides of the Atlantic. Write to Andy Pasztor at and Alison Sider at
  12. I'm absolutely mystified as to why anyone would want to impersonate a pilot? Have they no shame? ?
  13. I couldn’t cut and paste this without it being a complete mess.