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  1. Order No. 2022-A-11 May 25, 2022 APPLICATION by Canada Jetlines Operations Ltd. (applicant) for an exemption from the application of section 59 of the Canada Transportation Act, SC 1996, c 10 (CTA). Case number: 22-12409 BACKGROUND The applicant has applied to the Canadian Transportation Agency (Agency), pursuant to section 80 of the CTA, for an exemption from the application of section 59 of the CTA to permit it to sell, cause to be sold or publicly offer for sale in Canada a domestic service, large aircraft, in the absence of a licence. Section 59 of the CTA states that no person shall sell, cause to be sold or publicly offer for sale in Canada an air service unless, if required under Part II of the CTA, a person holds a licence issued under that Part in respect of that service and that licence is not suspended. The applicant applied for a licence to operate a domestic service, large aircraft. However, as the licence has not yet been issued, the applicant is requesting an exemption from the application of section 59 of the CTA. The applicant indicates that it intends to commence commercial activities in Canada as early as June 2022. The applicant states that it seeks the exemption from the application of section 59 of the CTA to commence commercial activities prior to the issuance of its domestic licence in order to operate its service with revenue-carrying passengers starting in June. ANALYSIS The Agency deals with applications for exemptions from the application of section 59 of the CTA on a case-by-case basis. Section 59 is a consumer protection measure intended to prevent situations in which consumers in Canada pay for a service to an entity that does not hold a licence issued by the Agency and are left out of pocket or experience any manner of inconvenience or hardship that may result if that entity does not commence operations on schedule. Accordingly, the Agency, prior to granting an exemption from the application of section 59 of the CTA, considers whether the applicant is taking all the necessary steps to meet all the licence issuance requirements and whether the applicant has demonstrated a high probability of obtaining the required licence prior to the proposed date for commencing operations. In particular, a Canadian air carrier applying for a domestic licence must establish that it: is Canadian; meets the prescribed financial requirements; has the prescribed liability insurance coverage in respect of the service to be provided under the licence; and holds a Canadian aviation document (CAD) issued by Transport Canada in respect of the service to be provided under the licence. In this case: The Agency is satisfied that the applicant is Canadian. The Agency has received the documentation and is working on the final approval regarding the applicant's prescribed financial requirements. The Agency has not yet received a certificate of insurance confirming that the applicant complies with the liability insurance requirement, as the applicant has indicated that it will only obtain the insurance immediately prior to commencing the operation of its air service. The Agency has considered the steps that the applicant has taken to obtain a CAD from Transport Canada, and is satisfied that the CAD will likely be issued in June 2022. In the present circumstances, considering the intent of section 59 of the CTA and the fact that the applicant is taking the necessary steps to meet all the licence issuance requirements, the Agency, pursuant to paragraph 80(1)(c) of the CTA, exempts the applicant from the application of section 59 of the CTA, effective from the date of this Order until such time as a decision is made to either issue or not issue a licence, permitting it to sell, cause to be sold or publicly offer for sale in Canada a domestic service, large aircraft, without holding the required licence, subject to the following conditions: All advertising in any media, whether written, electronic or telecommunications, shall include a statement that the air service is subject to the Agency's approval, and all prospective passengers shall be informed, before a reservation is made or a ticket is issued, that the air service is subject to the Agency's approval; Should the licence not be issued or still not be issued by the time that an air service sold to a passenger is to be used, the applicant shall arrange to provide alternative air transportation by an appropriately licensed air carrier, at no additional cost, for all passengers who have made reservations with the applicant. If such arrangements are not possible or acceptable to the passengers, the applicant shall arrange to provide a full refund of all monies paid by the passengers. The applicant will also indicate on every contract or ticket who will be operating the service. For clarification, this exemption from the application of section 59 of the CTA does not relieve the applicant from the requirement to hold a licence in respect of the service to be provided, and, accordingly, no flights shall be operated until the appropriate licence authority has been granted. This exemption also does not relieve the applicant from the requirement to apply its published tariffs, on file with the Agency and in effect, to sales of transportation for each point. Member(s)
  2. Businessweek The Year Ahead How Do the Leading Flying Taxi Companies Compare? From mini jet engines to souped-up helicopters, here’s a look at what seven noteworthy players are working on. Bloomberg Businessweek January 11, 2022, 6:00 AM MST From Listen to this article 4:07 Share this article Flying taxis are coming, sooner than many think. A couple dozen startups, promising quieter and safer rides than in helicopters, have resulted in a crowded industry, backed by billions of dollars in investments and SPAC deals. So far, results have been mixed. Here are seven leaders. Archer Aviation Founded: 2018 by Brett Adcock and Adam Goldstein Range: 60 miles Passenger capacity: 4+pilot Top speed: 150 mph Illustration: Pete Sharp for Bloomberg Businessweek Archer says its prototype electric Maker aircraft completed a first hover test flight on Dec. 16. The Palo Alto-based company plans extensive flight tests of the two-seater this year as it continues working to develop a four-seat version. It aims to obtain U.S. certification in 2024. — Justin Bachman Beta Technologies Founded: 2017 by Kyle Clark Range: 250 miles Passenger capacity: 5+pilot; 1,400 pounds Top speed: N/A Illustration: Pete Sharp for Bloomberg Businessweek Burlington, Vt.-based Beta, whose investors include Fidelity and Amazon.com, intends to deliver first to the U.S. Air Force and then begin commercial shipments. United Parcel Service has ordered a cargo version of the electric eVTOL that it plans to use to shuttle packages between sorting hubs. —Thomas Black Eve Urban Air Mobility Founded: 2017 by Embraer SA Range: 70 miles Passenger capacity: 4+pilot Top speed: 130 mph Illustration: Pete Sharp for Bloomberg Businessweek Eve, spun out of Brazilian aircraft maker Embraer in 2020, has eVTOL orders from 17 customers for 1,735 aircraft valued at $5.2 billion. Embraer in December agreed to merge the urban air mobility business with a special purpose acquisition company and plans to list shares publicly this year. It expects to gain FAA certification in 2025 and begin deliveries in 2026. —T.B. Joby Aviation Founded: 2009 by JoeBen Bevirt Range: 150 miles Passenger capacity: 4+pilot Top speed: 200 mph Illustration: Pete Sharp for Bloomberg Businessweek Joby’s first production aircraft is slated to roll off its California assembly line in 2022. The company aims to become a certified Part 135 aircraft operator this year, then get the regulatory permits to make and fly its aircraft. It plans to begin commercial passenger service in 2024. —J.B. Lilium Founded: 2015 by Daniel Wiegand (CEO), Sebastian Born, Matthias Meiner, and Patrick Nathen Range: 155 miles Passenger capacity: 6+pilot Top speed: 186 mph Illustration: Pete Sharp for Bloomberg Businessweek Lilium, which uses mini jet engines rather than propellers, has a deal to build a flying-taxi network for Brazilian carrier Azul. Aerospace veterans on its board include ex-Airbus CEO Tom Enders. The company, based in Wessling, Germany, moved to a seven-seat design (from five) last year and aims to start service in 2024. — Charlotte Ryan Vertical Aerospace Founded: 2016 by Stephen Fitzpatrick Range: 100 miles Passenger capacity: 4+pilot Top speed: 200 mph Illustration: Pete Sharp for Bloomberg Businessweek Bristol, U.K.-based Vertical has taken more than 1,300 tentative orders for a model designed to whisk passengers to local airports. The startup’s first VA-X4 craft has yet to become airborne but is expected to hit that milestone sometime in the first half of 2022. —Christopher Jasper Volocopter Founded: 2011 by Alexander Zosel and Stephan Wolf Range: 22 miles Passenger capacity: 2 Top speed: 68 mph Illustration: Pete Sharp for Bloomberg Businessweek Volocopter claims it will be the first to introduce sustainable air mobility and affordable air taxi service to megacities worldwide. The Bruchsal, Germany-based company’s eVTOLs have performed public demo flights in Dubai, Las Vegas, Singapore, and other cities. A commercial debut is anticipated in the next two years. —William Wilkes
  3. Japanese airline ANA is looking to launch a flying taxi service from airports to city centres Joby, founded in 2009, began the certification process for its electric aircraft last year - Copyright Joby By Tom Bateman • Updated: 16/02/2022 Japan's largest airline and flying taxi startup Joby Aviation have announced plans to bring aerial ridesharing to the country's third-largest city, Osaka. In a statement on Monday, airline ANA and the Californian startup said travelling by air would cut the journey time from central Osaka to the city's Kansai Airport to just 15 minutes, compared to an hour by car. Joby's founder and CEO JoeBen Bevirt said the startup wanted to provide a greener way of travelling quickly via its electric-powered vertical takeoff and landing (eVTOL) aircraft. "Japan offers us a spectacular opportunity to do just that with 92 per cent of the population living in urban areas and Tokyo registering as one of the top 20 most congested cities in the world," he said. The airport, located on an artificial island 38km west of Osaka, can currently be reached by electric train in 34-65 minutes. Japan's railway wants to improve disabled access with technology, but is it a long-term solution? Japanese carmaker Toyota, which has invested almost $400 million (€352.5 million) in Joby will also join the partnership, the companies said. Aiming for 2025 Japan's government has been pushing to develop aerial rideshare services for a number of years. In 2018, it revealed a document called the "roadmap towards air mobility revolution," which targeted 2023 as the starting date for commercial flying taxi services. ANA and Joby's announcement did not commit to a launch date - or even year - for bringing the company's five-seater aircraft to Japan, although the 2025 Osaka World Expo has previously been highlighted by other operators as a potential starting point. All Nippon Airways is partnering with aviation startup Joby to bring air taxis to JapanKenzaburo Fukuhara/Kyodo via AP Photo Last year, Japanese flying car startup Skydrive signed an agreement with Osaka authorities to provide an air taxi service for the 2025 event. "Not only installing eVTOL but also building social acceptance and developing a startup ecosystem in Osaka might be possible under the agreement," company chief executive Tomohiro Fukuzawa told reporters at the time. Paris air taxis begin test flights in run-up to 2024 Olympic launch ANA's main rival, Japan Airlines (JAL), has also been making noises about eVTOL aircraft, investing in German flying car startup Volocopter in February 2020. Pre-flight checks But while Japan's airline industry and politicians have been talking up aerial rideshare services, there is a lot of work to do before the flying taxis can take off. In Monday's announcement, ANA and Joby said they would work together to develop the basic necessities for operating a flying taxi service, including the "infrastructure, pilot training, flight operations, air traffic management, public acceptance, and the regulatory requirements to operate". This flying car could be the future of travel after regulators officially cleared it for flight VivaTech 2021: Are solar powered planes and autonomous drones the future of flight? Public acceptance might be a challenge in Japan, where noise-sensitive residents have previously protested against low-altitude flights over urban areas. Last year, Japan's Mainichi Shimbun newspaper reported on noise complaints against US military helicopters in Tokyo, where the aircraft allegedly flew as low as 100 metres above residential areas. "I want them to conduct flights that are more sensible," one resident told the paper.
  4. If you want to know more about Joby.... Joby Aviation | Joby
  5. Joby receives FAA nod to start air taxi services commercially Author of the article: Reuters Publishing date: May 26, 2022 • 4 hours ago • 1 minute read • Join the conversation Joby Aviation Inc said on Thursday it had received a certification from the Federal Aviation Administration (FAA) that would allow it to kick start its air-taxi operations commercially. Although the certification gives the necessary clearance and is a significant milestone, the company still has some regulatory hurdles to clear before its five-seater aircraft can legally fly passengers. The FAA’s Part 135 Air Carrier Certificate is among the three regulatory approvals critical for Joby’s planned launch of all-electric aerial ridesharing service in 2024. The certification will let Joby operate its electric vertical take-off and landing (eVTOL) aircraft as an air taxi service in cities and communities across United States. In February, Joby’s piloted prototype aircraft met with an accident during a flight test at its base in California but no injuries were reported. Earlier this month, FAA said it had shifted course on its approach to approving pilots for future eVTOL aircraft but does not expect it to delay certification or operational approvals. Joby reported a net loss of $62.3 million in the first quarter this year and flagged costs related to aircraft certification and early manufacturing operations. (Reporting by Aishwarya Nair in Bengaluru; Editing by Anil D’Silva)
  6. Our purse is once again open. A complete waste of our money doing something that the Ukraine is quite capable of handling. Also this ... Canada's foreign affairs minister says the federal government is set to help investigate sex crimes by Russian troops in Ukraine and will be providing an extra one million dollars to fund the effort. Mélanie Joly says the extra cash will go to the International Criminal Court to help it investigate sexual violence toward women, and also crimes against children. Ten R-C-M-P officers are already involved in the investigation of war crimes in Ukraine, including sexual violence by Russian troops. Joly says it is important that Russian troops who have used sexual violence against Ukrainians be brought to justice. The money will help the I-C-C with its investigations, and may also be used to protect witnesses in war crimes cases who have been victims of sexual violence by the Russian military. At a meeting in Ottawa earlier this month with Ann Linde, Sweden's foreign minister, Joly discussed the need to treat Russian troops using sexual violence as a weapon as war criminals. Ukraine's ambassador designate to Canada, Yulia Kovaliv, told the House of Commons foreign affairs committee on May 2 that Ukraine is compiling "horrific documented evidence" of war crimes. Kovaliv claimed that the true horror is that children are victims of these sexual crimes, which are done (before) the eyes of their parents.
  7. Zero-emissions study leaves out North over modelling issues (cabinradio.ca) Zero-emissions study leaves out North over modelling issues Published: May 26, 2022 at 6:34amOLLIE WILLIAMS A major study by the David Suzuki Foundation that states “100-percent zero-emissions electricity is possible in Canada by 2035” left out the North as its model would not work there. A wind turbine. Patrick Finnegan/Flickr The foundation’s report – Shifting Power: Zero-Emissions Electricity Across Canada by 2035 – was published on Wednesday. Using mostly wind or solar power in a decade’s time is possible, affordable and would be reliable, the report asserts. Reaching a net-zero electricity grid by 2035 has been a stated goal of the federal government since Prime Minister Justin Trudeau announced it at the COP26 climate conference. The David Suzuki Foundation report is one of the first to contemplate in detail how that might be achieved. However, both the federal target and this week’s report dance around a problem: the North. The federal target’s wording refers to “achieving a net-zero electricity grid,” a phrase that could be taken to leave out the NWT, which isn’t on the Canada-wide grid, has no real grid of its own and, in many communities, relies heavily on diesel generation. As for the report, while its title and many of its statements suggest the entirety of Canada is being considered, no northern territory is mentioned once in its 78 pages. Stephen Thomas, who authored the report alongside Tom Green, acknowledged the targets stated in the report exclude the territories – though Thomas did say he believed “nearly-zero emissions electricity by 2035 is also possible in the North.” Thomas said the report focused only on the 10 southern provinces “because that’s what our model could do.” “We use an electricity system model that is really good at digging into what’s happening in the electricity system across thousands of grid points, across Canada. But that only models the connected grid between the 10 provinces south of 60,” he told Cabin Radio. “That’s not at all to say that the energy transition, energy sovereignty, and specific solutions to these problems aren’t absolutely crucial in the North as well. We just think that’s a different problem to solve.” The foundation is not planning any separate report on northern Canadian electricity generation. Thomas said “others already are doing great work in thinking about and addressing the energy transition in the North … We partner with others and support their work, but we don’t have plans to do a similar report.” Target requires huge shift to wind Even in the south, the foundation declared, “the scale of transformation is daunting” to reach zero-emissions electricity across 10 provinces in 13 years’ time. “It would require an average annual build-out of wind and solar electricity projects never before seen in Canada,” the foundation stated, including a graph that shows wind generation multiplying by 10 – from 13,000 MW in 2018 to 135,000 MW in 2035 – to meet that target. A Flourish chart “An average of more than 2,200 new four-MW wind turbines would be installed every year and more than 160 new 10-MW solar farms would be built each year,” the foundation imagines in its preferred solution to Canada’s energy needs. (The NWT presently has one wind farm of note, at the Diavik diamond mine, and is in the process of erecting one wind turbine near Inuvik.) That kind of national shift would require building new wind and solar projects at five times Canada’s previous record rate, the report asserted. But the foundation argues countries like Germany are already planning to add renewable power at “an equivalent rate” to that contemplated in its report. “By 2025, the country expects to be adding 10 GW of wind annually, similar to what our modelling scenarios would require,” the foundation said of Germany. The boldest scenario presented in the report is estimated to save 200 million tonnes of greenhouse gas emissions annually across Canada – a thousand times the current NWT reduction target. “By 2035, we’re the first study in Canada to show that kind of target being possible,” said Thomas of the zero-emissions electricity goal. “Wind and solar are very available in Canada and they are the cheapest form of electricity. That, you can put on the grid today. Paired with the existing hydroelectricity, things like energy storage, energy efficiency, and more transmission between provinces come together to make a reliable and affordable electricity system. “We think this pathway is very possible.” The study is not exhaustive and is not presented as such. For example, offshore wind, green hydrogen, and the interplay between Canadian and US energy grids are either not modelled at all or included in rudimentary fashion. The territories aren’t the only areas ignored: any remote grid not connected to the broader Canadian grid is considered “out of scope.” The cost? $560 billion to pursue the boldest option, the foundation stated. That’s the equivalent of around 500 Taltson hydro expansions, from an NWT point of view, and the federal government has yet to find the cash for even one – though it says it’s close. Another way to look at it: the federal government expects to have an income of around $409 billion in 2022-23, so this switch would cost much more than an entire year of federal revenue. But that kind of transformative shift in investment is what’s required, the foundation and others argue, in the face of a climate crisis. Eventually, the foundation suggests, 75,000 or more clean-energy jobs would be created to replace jobs in industries that are phased out. “The federal government needs to be very clear on how this rolls out, to get to zero emissions by 2035,” Thomas said. “In terms of making this a reality in Canada,” he said, “it’s about jobs. It’s about investment in the renewable electricity sector, and it’s about policymakers coming together and collaborating.”
  8. time for you to learn a new skill.... How Does a Boat Sail Upwind? | Discover Boating
  9. And to start this topic off. Language law Bill 96 adopted, promising sweeping changes for Quebec Bill 96, the provincial government's controversial legislation aimed at protecting the French language in Quebec, has been adopted in the National Assembly. MNAs voted 78-29 in favour of passing the law Tuesday afternoon, with opposition members from the Liberal Party and Parti Québécois voting against it. The passing of the bill comes as at least one constitutional lawyer based in Montreal says he plans to join other parties in challenging it in court. Bill 96 "is…the most gratuitous use of power I've ever seen," said Julius Grey on Tuesday, hours before the legislation was adopted. Reacting to the bill's passing while at a news conference in Vancouver, Prime Minister Justin Trudeau told reporters he has "concerns" about Bill 96, but did not give a clear answer when asked if the federal government would intervene in a legal challenge. "We continue to look very carefully at what the final form of this will take and we will base our decision on what we see as the need to keep minorities protected across the country," he said in English. "I know how important it is to support francophone communities outside of Quebec, but it's also extremely important to make sure we protect francophone communities within Quebec," he added, noting that he once taught French in British Columbia. The bill was designed as an update to Quebec's original language law, Bill 101, but it contains huge, sweeping changes that will make deep marks in the justice system and college education system, among many other sectors of Quebec society. Among other things, it would make it mandatory for new immigrants in Quebec to communicate with any government entity entirely in French starting just six months after their arrival. The bill would also change the system for deciding how many judges in Quebec must be bilingual, shifting that power to the justice minister -- who is currently the same person as the minister responsible for French. It would cap enrolment levels at English-language CEGEPs, making the colleges more and more difficult to get into as their growth will be halted at 2019 levels. Within those colleges, students would also face new requirements -- some would need to pass a French-language exam in order to graduate and to take some of their core classes in French, while unilingual English students would also need to take more classes to learn French. That will, in turn, drastically change the staffing of the colleges, they've said, spurring a major hiring of French-language teachers and likely putting the jobs of some English-speaking teachers at risk. There's been much confusion over what kind of effect the law will have on health care, with lawyers warning that its language leaves the door open to a serious change in how easy it is to get health care in English, and the government insisting verbally that nothing will change on that front. With files from The Canadian Press -- This is a breaking news story. More to come.
  10. Calgary, AB, 23 May 2022 Police investigate two separate shootings We are investigating two shootings that occurred today in the communities of Acadia and Lower Mount Royal. Acadia Shooting At approximately 11:30 a.m., on Monday, May 23, 2022, we received multiple calls from citizens reporting gun shots in the 500 block of Heritage Drive S.E. Upon arrival, officers found what appeared to be firearm casings on scene and circulated the area for suspects. A male victim was located in the area with what appeared to be a gun shot wound to his leg and was taken to Foothills Medical Centre in serious but stable condition. Police continue to look for two male suspects that were last seen leaving the area on foot. Lower Mount Royal Shooting At approximately 2:50 p.m., on Monday, May 23, 2022, we received reports of gun shots in the 1000 block of 17 Avenue S.W. It is believed one man was struck and suffered a gun shot wound to his arm. The victim was taken to Foothills Medical Centre in life-threating condition and has since been upgraded to stable condition. Following the incident, witnesses reported seeing a vehicle fleeing the scene. We continue to investigate this incident and collect CCTV footage from surrounding businesses. We are asking anyone who may have been travelling along 17 Avenue S.W., between 9 and 11 Street, or through adjoining roads, anytime between 2:30 and 3:30 p.m. today who may have dashcam footage, to contact police. At this time, we are in the early stages of both investigations and unable to confirm if these incidents are related. Anyone who might have witnessed these shootings or who may have information is asked to contact the police non-emergency number at 403-266-1234. Tips can also be submitted anonymously to Crime Stoppers through any of the following methods: TALK: 1-800-222-8477 TYPE: www.calgarycrimestoppers.org APP: P3 Tips Case #22204860/3705, #22205091/3947
  11. Texas shooting: Fifteen killed in attack at US primary school Published 2 minutes ago Texas shooting: Fifteen killed in attack at US primary school - BBC News Share IMAGE SOURCE,REUTERS Fifteen people have died in a shooting at a primary school in Texas, says Governor Greg Abbott. The 18-year-old gunman killed 14 students and one teacher at Robb Elementary School in the city of Uvalde. The governor said the suspect was armed with a handgun and possibly a rifle in the attack. Governor Abbott says the suspect is deceased, and it is believed that responding officers killed him. The public were asked to stay away as police investigate the crime scene. Shootings at primary schools, where pupils range in age from five to 11, are still relatively rare. The attack on Tuesday comes amid a national rise in gun violence. Governor Abbott identified the attacker as a local 18-year old, who he said "shot and killed, horrifically, incomprehensibly, 14 students and killed a teacher". "He himself is deceased, and it is believed that responding officers killed him," he added. "It is believed that two responding officers were struck by rounds, but have no serious injuries." The gunman may have also killed his grandmother at the beginning of the shooting rampage, according to local US media. The Uvalde Consolidated Independent School District - around 85 miles (135km) west of the city of San Antonio - told the BBC that students had been evacuated from the school. Local hospitals disclosed that students from the school were being treated by emergency services. A 66-year-old woman was being treated at a hospital in San Antonio, and was in a critical condition, hospital officials said earlier. The Uvalde Memorial Hospital posted on Facebook that 13 children had been taken to hospital "via ambulances or buses". Two "individuals" were dead when they arrived at hospital, the Facebook post said earlier. Uvalde Mayor Don McLaughlin told ABC News in a text message "this is a very bad situation". The FBI is aiding in the investigation, according to CBS. The last day of classes for students in the school district was scheduled for Thursday. Seniors at the local high school in Uvalde, a community of about 16,000 residents, are due to graduate on Friday. IMAGE SOURCE,REUTERS Image caption, Students have been evacuated to a local community centre School shootings have become recurring emergencies in the US, with 26 recorded last year, according to EdWeek, an education trade publication. Active shooter lockdown drills are a common part of the school curriculum, from primary to high school. The 2012 shooting at Sandy Hook Elementary School in Connecticut shocked Americans. Twenty of the 26 victims in that attack, which was carried out by a 20-year-old, were between the ages of five and six. A 2020 report from the US Government Accountability Office found that about two-thirds of all school shootings happen at the high school level, and that shootings in elementary schools are most commonly accidental.
  12. sadly any debate would be full of "sound and fury" but would achieve nothing......
  13. Lengthy article, but what is your take ? Story link to video and graphics. The Boeing 737 vs Airbus A320 - Which Plane Is Best? (simpleflying.com) The Boeing 737 vs Airbus A320 - Which Plane Is Best? BYJOANNA BAILEY,ANDLINNEA AHLGREN UPDATED 6 DAYS AGO The two industry narrowbody workhorses go head to head. But which one is your favorite? The world's two leading narrowbody jets are variations of the Boeing 737 and the Airbus A320. They might not be as glamorous as their larger and more imposing siblings, such as the 747 or the A380. However, they are trusted workhorses of most fleets all over the world. For many of us, when we travel by air, we are highly likely to find ourselves on an A320 or 737 for most of our flights. Whatever your relationship is with them, these are the bread and butter planes of the industry. But how do they compare with each other How do you separate the two? At first glance, the Airbus A320 and the Boeing 737 are very similar to one another. The A320 has a slightly more rounded nose. If you like to anthropomorphize your aircraft, we think it might perhaps lend it a slightly more friendly appearance. The Boeing’s sharp, pointed nose and somewhat severe expression might make it appear a little more on the stern side, but again that’s just our personal opinion. Spotting the difference between the two aircraft is not the easiest of tasks. There are many variants of each and subtle differences between each of the models. Not to mention the numerous add-ons and smaller details that can make it difficult to discern one from the other. Aside from the nose, the most noticeable difference, at least from the outside, can be found in the flight deck windows. The Boeing’s windows slant downwards as they wrap around the nose, while the Airbus has straighter, more rounded windows. The engines offer another piece of the spotting puzzle. The later models of the Boeing 737 have had to flatten the engine covers at the bottom to provide more space for the engines to clear the ground. Meanwhile, the Airbus narrowbody sits higher, so it gets away with perfectly circular engine cowlings. The A320 engine cowlings are perfectly round. Photo: Getty Images At the tips of the wings, Boeing and Airbus employ different winglet types to aid efficient flying. Boeing uses angular winglet technology, sometimes with two winglets, one pointing up and one down. These are referred to as a ‘split scimitar’, referencing the single-edged sword with a curved blade that is associated with Middle Eastern, South Asian, or North African cultures. Airbus on the other hand uses what is called ‘sharklets’. They get their name from their appearance, which is similar to a shark's fin. However, some airlines use other types of technology, such as wingtip fences or endplates. It is not always straightforward to spot the difference in the plane by the wing furniture alone. Airbus' wingtips resemble shark fins. Photo: Getty Images Those are the main characteristics of the external surfaces of the two planes. But how about what is on the inside? How do their interiors differ? At face value, one is hard-pressed to find any major differences between the two aircraft. They are both standard short- to medium-haul planes. Their cabins are arranged in a 3-3 configuration and sometimes feature a business class product suited to their range capacities upfront. There are overhead compartments for carry-on luggage, a single-aisle separating the seats, and usually, lavatories at both the front and rear end of the cabin. However, there are some discernable differences when it comes to passenger comfort and experience. The Airbus A320 has a wider cabin than the Boeing 737. Seven inches may not seem like that big a deal. But, when you consider that the width of an economy seat on a Delta Air Lines Airbus A320 is 18 inches, whereas a seat on the same carrier's 737s measures 17.3 inches across, then you see how it can make a pretty big difference for comfort. A slightly wider seat is always welcome, even on short-haul services. The main cabin seats on Delta's Boeing 737s are 0.7 inches more narrow than the seats on the airline's A320s. Photo: Delta Air Lines Because the cabin is wider, the curvature is also less aggressive on the Airbus. It’s only a slight difference, but when you’re trying to rest your head at your window seat, this translates into more room for maneuvering onboard the A320. You might also have noticed a difference between the windows. The 737 has very slightly larger windows than the A320, which one would immediately take to be a positive. However, they sit lower in the fuselage. This means that taller people may find themselves bending over to be able to see properly out the window. Meanwhile, the windows on the A320 are placed slightly higher, which puts them at eye level for the majority of travelers. In terms of other comforts, it comes down to the products of individual airlines, depending on which specific seats they go for, and what other amenities they choose to put on board their aircraft. For example, Spirit Airlines, an all-Airbus operator, offers the ‘Big Front Seat’ in the front part of the cabin to premium passengers. These have 36 inches of pitch and are 18.5 inches wide, in a 2-2 configuration. United Airlines also offers first class 2-2 seats on its 737s, with 37 inches of pitch and 20.7 width, along with economy plus seats in 3-3 and 34 inches of pitch, 17.3 inches of width. The lesser curvature of the A320 allows for a bit more room to rest by the window seat. Photo: JetBlue The POV from the flight deck Evidence suggests pilots seem to have mixed feelings about the two aircraft. The Boeing 737 has been around for a very long time. It is more familiar to old school pilots, in that it still uses a floor-mounted yoke connected to control cables. This directly manipulates hydraulically boosted control surfaces. It’s a much more tactile experience and much more like traditional ‘flying’. The A320, on the other hand, uses ‘fly-by-wire’ technology, relying on sensors and electronics to control the aircraft. Electrical signals sense the pilot’s input and deliver the message to the aircraft controls. For a traditional pilot, this can feel a little unfamiliar, although the technology is well-proven with an excellent safety record. The A320 seems to come out ahead in terms of pilot comfort. Photo: Airbus Peter Bedell, an airline pilot who is type-rated on both the A320 and the 737, outlined his thoughts on the two models in an article published by AOPA in 2016. Overall, he seemed to be positively inclined towards the Airbus when it comes to pilot comfort, while noting that the Boeing excels in some areas, such as when landing in heavy crosswinds. Bedell said the 737, However, the 737 is said to be very predictable to land in windy conditions. Photo: Maarten Visser via Wikimedia Commons Comparing the numbers Both Boeing and Airbus have brought newer, more efficient generations of narrowbodies to the market. Indeed, the neo and the MAX are rolling out of the final assembly lines in ever greater numbers. However, the previous generation is still far more prolific in airline fleets. If you are flying on a narrowbody, for now, you are still most likely to encounter a 737-800 (NG) or an Airbus A320-200. Let’s compare the specs of these two popular planes to see how they stack up. Boeing 737-800 Airbus A320-200 Length 39.5 m / 129 ft 7 in 37.57 m / 123 ft 3 in Wingspan 35.8 m / 117 ft 5 in 34.1 m / 111 ft 10 in MTOW 79,000 kg / 174,000 lb 77,000 kg / 170,000 lb Range 5,425 km / 2,930 nm 5,700 km / 3,078 nm Cruise speed M 0.785 M 0.78 Capacity (typical) 162 pax 150 pax Max capacity 198 pax 190 pax What about sales? Following the tragic accidents of two Boeing 737 MAXs and the type's subsequent grounding in 2019, the A320 passed the 737 in number of orders for the first time. However, when looking at the aerospace companies' official figures, the tide seems to have turned again. By the end of April this year, Airbus had received 16,118 orders for the A320 family. Meanwhile, when counting the 737 Classic, NG, and MAX (excluding the Combi version), Boeing's official order figures currently stand at 16,436. Numbers are one thing, but which do you prefer? Photo: Jonathan Hendry | Simple Flying So which plane comes out on top? While it is always interesting to look at the numbers side by side, it does not really tell us much about which aircraft is better, and which plane comes out on top is a very tricky question to answer. Because, in the end, the matter is somewhat subjective, and opinions can differ widely when it comes to picking a favorite between the two. As such, we want to turn it over to you.
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