tag:blogger.com,1999:blog-13337646591396518962024-03-17T20:03:38.372-07:00Ben's Air BlogTrip reports on airline flights: business class, inaugural and farewell, and 787 Dreamliner. Also, my trip around the world.Ben Wanghttp://www.blogger.com/profile/15405993300561907143noreply@blogger.comBlogger66125tag:blogger.com,1999:blog-1333764659139651896.post-85376101525901518442020-09-14T17:51:00.001-07:002021-01-14T19:52:50.757-08:00 Domestic Triple Long Range<h4 style="text-align: left;">Flying on the Delta's Last 777-200LR Flights</h4><div class="separator" style="clear: both; text-align: center;"><a href="https://1.bp.blogspot.com/-_pmnYIlAAZU/X17_pzTSdCI/AAAAAAAAVhY/Q_fyRUetU9MLwON57uBeEkwLS7TwbimHACPcBGAYYCw/s1200/5D3_6680-1200edited.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="800" data-original-width="1200" src="https://1.bp.blogspot.com/-_pmnYIlAAZU/X17_pzTSdCI/AAAAAAAAVhY/Q_fyRUetU9MLwON57uBeEkwLS7TwbimHACPcBGAYYCw/s320/5D3_6680-1200edited.jpg" width="320" /></a></div><br /><p><br /></p><p>Over Labor Day weekend Saturday, I flew on Delta’s final scheduled Boeing 777 domestic flights (as of September). In early 2020, Delta had just completed its 777 fleet <a href="https://news.delta.com/delta-emphasizes-customer-comfort-first-refreshed-777-200er" target="_blank">cabin refurbishment</a>. As a result of the COVID-19 pandemic, in May, Delta made a dramatic decision to <a href="https://news.delta.com/deltas-777-aircraft-retire-end-2020-simplifying-widebody-fleet-amid-covid-19" target="_blank">retire</a> its entire 777 fleet by the end of October 2020 in order to preserve capital and have fleet commonality. </p><p><span></span></p><a name='more'></a>Delta has an unique variant of the 777 - the <a href="https://www.delta.com/us/en/aircraft/boeing/777-200lr" target="_blank">Long Range “LR”</a> model. Designed for Ultra Long Range missions, only 60 777-200LRs were built. Delta deployed its fleet of ten LRs on routes such as New York JFK/Atlanta to Mumbai (BOM), Atlanta to Johannesburg (JNB), and Los Angeles to Sydney (SYD). <p></p><p>With much of the world in quarantine and travel severely curtailed, airlines parked most of their aircraft. Demand for travel remained low throughout the summer months which put the return of many older or specialized aircraft types back in service in doubt. </p><p>During late summer, Delta scheduled the 777-200LR on a Saturday-only roundtrip from Los Angeles (LAX) to Atlanta (ATL) and back. At this point, Delta only used the 777-200LR on LAX - SYD and JFK - BOM flights (I later learned that flights to BOM were cargo-only). With travel restrictions all around (who really wants to travel overseas at the moment?), flying on this domestic flight was an easy and no-brainer way to check a 777-200LR off in my logbook.</p><div class="separator" style="clear: both; text-align: center;"><a href="https://1.bp.blogspot.com/-dmQgCJi7yjw/X2AOPlLS4kI/AAAAAAAAViw/VCK-p1---IsLfZSVCSg_1vg7M26DU0OWQCLcBGAsYHQ/s1200/DSC00202-1200edited.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="800" data-original-width="1200" src="https://1.bp.blogspot.com/-dmQgCJi7yjw/X2AOPlLS4kI/AAAAAAAAViw/VCK-p1---IsLfZSVCSg_1vg7M26DU0OWQCLcBGAsYHQ/s320/DSC00202-1200edited.jpg" width="320" /></a></div><br /><p><br /></p><p>I purchased tickets on the last scheduled flights on September 6 from LAX to ATL and back to LAX. The autumn timetable change followed that weekend. I splurged and booked myself in First Class - which would be the new Delta One Suites on the 777. Even though the amenities would not be at Delta One levels (nor First Class pre-COVID-19 level), I still wanted to experience the new Delta One hard product. </p><div class="separator" style="clear: both; text-align: center;"><a href="https://1.bp.blogspot.com/-Ap9uCv6M7qQ/X17_8NA3UfI/AAAAAAAAViI/IqL7d5yL2SsKC2RiG6HNBvyIC-A1VU2twCPcBGAYYCw/s1200/IMG_0546-1200edited.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="843" data-original-width="1200" src="https://1.bp.blogspot.com/-Ap9uCv6M7qQ/X17_8NA3UfI/AAAAAAAAViI/IqL7d5yL2SsKC2RiG6HNBvyIC-A1VU2twCPcBGAYYCw/s320/IMG_0546-1200edited.jpg" width="320" /></a></div><br /><div class="separator" style="clear: both; text-align: center;"><a href="https://1.bp.blogspot.com/-VDhv4uWWgn8/X17_qzOAnsI/AAAAAAAAVhk/gIrgn13G3w4-VS6sbWnIqZFoHgd_wgfRACPcBGAYYCw/s1200/5D3_7687-1200edited.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="800" data-original-width="1200" src="https://1.bp.blogspot.com/-VDhv4uWWgn8/X17_qzOAnsI/AAAAAAAAVhk/gIrgn13G3w4-VS6sbWnIqZFoHgd_wgfRACPcBGAYYCw/s320/5D3_7687-1200edited.jpg" width="320" /></a></div><br /><div class="separator" style="clear: both; text-align: center;"><a href="https://1.bp.blogspot.com/-hPMy8qgh-Wg/X17_q6N4HNI/AAAAAAAAVh4/VEcGBtE22kwjN8QyVSlZGcOB6GiWnD4twCPcBGAYYCw/s1200/5D3_7684-1200edited.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="800" data-original-width="1200" src="https://1.bp.blogspot.com/-hPMy8qgh-Wg/X17_q6N4HNI/AAAAAAAAVh4/VEcGBtE22kwjN8QyVSlZGcOB6GiWnD4twCPcBGAYYCw/s320/5D3_7684-1200edited.jpg" width="320" /></a></div><br /><p><br /></p><p>It was my first time traveling since the pandemic began. Needless to say, many things have changed. I was expecting to see ghost town airports and airplanes (especially being a Saturday). While majority of the airport shops and restaurants were closed, I was surprised to see many people throughout the day. In particular, both flights to/from ATL were pretty much full to the socially-distanced limited capacity. I later learned the Transportation Security Administration had recorded their largest passenger volumes since March on this Labor Day weekend. </p><div class="separator" style="clear: both; text-align: center;"><a href="https://1.bp.blogspot.com/-0BrUAan5qaE/X18CurZqy_I/AAAAAAAAViU/RI_7foQ9RlswDLRmmQ13PHc7F8j5ZC0ggCLcBGAsYHQ/s1200/5D3_7767-1200edited.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="800" data-original-width="1200" src="https://1.bp.blogspot.com/-0BrUAan5qaE/X18CurZqy_I/AAAAAAAAViU/RI_7foQ9RlswDLRmmQ13PHc7F8j5ZC0ggCLcBGAsYHQ/s320/5D3_7767-1200edited.jpg" width="320" /></a></div><br /><p><br /></p><p>All day, both flights were behind schedule by about 30-45 minutes. The weather was beautiful on both coasts and enroute which made the flights comfortable. On board, service cutbacks in order to reduce touchpoints are now de rigueur. In First Class, I received the standard snack bag (consist of a small bottled water, cheesy crackers, and chocolate pretzels (or cookie) - and hand sanitizer) and a choice of one of three snack boxes containing more packaged snacks. </p><div class="separator" style="clear: both; text-align: center;"><a href="https://1.bp.blogspot.com/-tMoNf5jIlyQ/X17_9bCU2KI/AAAAAAAAViM/iXJcZfZDNbQ4_uQXUHAZ9onR6lrJe_nhACPcBGAYYCw/s1200/IMG_6862-1200edited.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="900" data-original-width="1200" src="https://1.bp.blogspot.com/-tMoNf5jIlyQ/X17_9bCU2KI/AAAAAAAAViM/iXJcZfZDNbQ4_uQXUHAZ9onR6lrJe_nhACPcBGAYYCw/s320/IMG_6862-1200edited.jpg" width="320" /></a></div><br /><div class="separator" style="clear: both; text-align: center;"><a href="https://1.bp.blogspot.com/-d2xIbKjRKZo/X17_vGXC3iI/AAAAAAAAViA/uQ9p1zl-0aYb8DR5nv0v0hk-Qoe-_bebgCPcBGAYYCw/s1000/DSC00570-copy.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1000" data-original-width="667" height="320" src="https://1.bp.blogspot.com/-d2xIbKjRKZo/X17_vGXC3iI/AAAAAAAAViA/uQ9p1zl-0aYb8DR5nv0v0hk-Qoe-_bebgCPcBGAYYCw/s320/DSC00570-copy.jpg" /></a></div><br /><p><br /></p><p>First Class beverage choices were beer, wine, and bottled water. While I understand the need to reduce touchpoints during food and drink service, snack boxes could be modified to include fresh food such as salad or sandwich. In addition, if Delta is able to cater beer and wine, then surely they can also cater soft drinks - given drinks are only offered to First Class passengers anyway. </p><div class="separator" style="clear: both; text-align: center;"><a href="https://1.bp.blogspot.com/-JCrq-YCIofI/X17_7g-BNII/AAAAAAAAViE/bCflq2gTSWsKcuVqkGNT-zUH_YSoVhCeQCPcBGAYYCw/s1000/IMG_0543-copy.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1000" data-original-width="750" height="320" src="https://1.bp.blogspot.com/-JCrq-YCIofI/X17_7g-BNII/AAAAAAAAViE/bCflq2gTSWsKcuVqkGNT-zUH_YSoVhCeQCPcBGAYYCw/s320/IMG_0543-copy.jpg" /></a></div><br /><div class="separator" style="clear: both; text-align: center;"><a href="https://1.bp.blogspot.com/-Mv9VmN1esl8/X17_sH_2bHI/AAAAAAAAViM/exHB2sXXMrsNYhmXfu6PYcG_4JajLOYhgCPcBGAYYCw/s1200/5D3_7716-1200edited.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="800" data-original-width="1200" src="https://1.bp.blogspot.com/-Mv9VmN1esl8/X17_sH_2bHI/AAAAAAAAViM/exHB2sXXMrsNYhmXfu6PYcG_4JajLOYhgCPcBGAYYCw/s320/5D3_7716-1200edited.jpg" width="320" /></a></div><br /><p><br /></p><p>Having said all that, what made these flights memorable was the crew. The same crew (pilots and flight attendants) flew the same airplane both directions. Even though there were no balloons and no commemorative certificates, the crew recognized all the enthusiasts who independently made their way on board. The crew made these flights special for everyone and that’s what it counts! </p><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://1.bp.blogspot.com/-sk9rSn9FAEw/X17_1egU3fI/AAAAAAAAViM/lYC2RAaFFnoYZmXIrN8eQXEcqwcaCJsGgCPcBGAYYCw/s1000/DSC00682-copy.jpg" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1000" data-original-width="667" height="320" src="https://1.bp.blogspot.com/-sk9rSn9FAEw/X17_1egU3fI/AAAAAAAAViM/lYC2RAaFFnoYZmXIrN8eQXEcqwcaCJsGgCPcBGAYYCw/s320/DSC00682-copy.jpg" /></a></td></tr><tr><td class="tr-caption" style="text-align: center;">Awesome Flight Attendant Cory<br /></td></tr></tbody></table><br /><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://1.bp.blogspot.com/-chs3tzwrxeE/X17_7iijVbI/AAAAAAAAViM/M96Agt9or4cJ9GBqWug5BBph5JfjFovcwCPcBGAYYCw/s1200/IMG_0461-1200edited.jpg" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="900" data-original-width="1200" src="https://1.bp.blogspot.com/-chs3tzwrxeE/X17_7iijVbI/AAAAAAAAViM/M96Agt9or4cJ9GBqWug5BBph5JfjFovcwCPcBGAYYCw/s320/IMG_0461-1200edited.jpg" width="320" /></a></td></tr><tr><td class="tr-caption" style="text-align: center;">Captain Curt and First Officer Mike<br /></td></tr></tbody></table><br /><div style="text-align: left;"><br /></div><div class="separator" style="clear: both; text-align: center;"><br /></div><div class="separator" style="clear: both; text-align: center;"><br /></div><div class="separator" style="clear: both; text-align: center;"><a href="https://youtu.be/8dyTxUqL_ZA" target="_blank"><b><span style="font-size: medium;">Watch Video Trip Report</span></b></a></div><div class="separator" style="clear: both; text-align: center;"><br /></div><div class="separator" style="clear: both; text-align: center;"><a href="https://youtu.be/8dyTxUqL_ZA" style="margin-left: 1em; margin-right: 1em;" target="_blank"><img border="0" data-original-height="900" data-original-width="1440" height="313" src="https://1.bp.blogspot.com/-dW9SHrswYlQ/X1_6my40QuI/AAAAAAAAVik/jMOo5PFCLA48XWlDMo_94M5RYPerLPJagCLcBGAsYHQ/w500-h313/Screen%2BShot%2B2020-09-14%2Bat%2B4.18.18%2BPM.png" width="500" /></a></div><br /><p style="text-align: center;"><br /></p><p style="text-align: left;">I will have a more extensive write up about my trip in the <a href="https://airwaysmag.com/product/jan-feb-2021/">January-February 2021 issue</a> of <a href="https://airwaysmag.com" target="_blank">Airways magazine</a>. So please do look for that!</p><p style="text-align: left;"><br /></p><p style="text-align: left;"></p><div class="separator" style="clear: both; text-align: center;"><a href="https://airwaysmag.com/product/jan-feb-2021/" style="margin-left: 1em; margin-right: 1em;"><img alt="" data-original-height="600" data-original-width="600" height="320" src="https://lh3.googleusercontent.com/-wNsrbBEgC8I/YAERVZPPFBI/AAAAAAAAVpE/ngsWZMaA3UMlV9se-uC8pssZVhjWT55ZACLcBGAsYHQ/w320-h320/AW292-Product.jpg" width="320" /></a></div><br /><br /><p></p><div style="text-align: left;"><br /></div><div style="text-align: left;"><b>Aircraft</b>: Boeing 777-232(LR)</div><div style="text-align: left;"><b>msn/ln</b>: 40559/854<br /><b>Registration</b>: N709DN<br /><b>First flight</b>: Feb 2010 (age 10.6 years)<br /><b>Reconfigured</b>: Feb 2020</div><div style="text-align: left;"><br /></div><div class="separator" style="clear: both; text-align: center;"><a href="https://1.bp.blogspot.com/-odS9V9yc2GQ/X17_6my0SzI/AAAAAAAAViA/G9Shq5oIo-kHtZBOYMfTZn0opzpyEWHogCPcBGAYYCw/s1200/IMG_0459-1200edited.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="779" data-original-width="1200" height="325" src="https://1.bp.blogspot.com/-odS9V9yc2GQ/X17_6my0SzI/AAAAAAAAViA/G9Shq5oIo-kHtZBOYMfTZn0opzpyEWHogCPcBGAYYCw/w500-h325/IMG_0459-1200edited.jpg" width="500" /></a></div><br /><div style="text-align: left;"><br /><br /></div><div style="text-align: left;"><b>Flight:</b> DL 460<br />Los Angeles (LAX) - Atlanta (ATL)<br /><b>Scheduled departure - arrival</b>: 8:25 am - 3:40 pm<br /><b>Actual departure - arrival</b>: 9:10 am - 4:15 pm<br /><b>Flight duration</b>: 3 hours 43 minutes</div><div style="text-align: left;"><br /></div><div class="separator" style="clear: both; text-align: center;"><a href="https://1.bp.blogspot.com/-q3ECEk29IZY/X17_5B8ZiiI/AAAAAAAAViM/rPyLivoQTpYepv5GCMIqPprhOtNPycpegCPcBGAYYCw/s2048/DL460%2BFlightaware.png" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1244" data-original-width="2048" height="304" src="https://1.bp.blogspot.com/-q3ECEk29IZY/X17_5B8ZiiI/AAAAAAAAViM/rPyLivoQTpYepv5GCMIqPprhOtNPycpegCPcBGAYYCw/w500-h304/DL460%2BFlightaware.png" width="500" /></a></div><br /><div style="text-align: left;"><br /><br /></div><div style="text-align: left;"><b>Flight</b>: DL 679<br />Atlanta (ATL) - Los Angeles (LAX)<br /><b>Scheduled departure - arrival</b>: 5:10 pm - 6:28 pm<br /><b>Actual departure - arrival</b>: 5:48 pm - 6:58 pm<br /><b>Flight duration:</b> 3 hours 41 minutes</div><div style="text-align: left;"><br /></div><div class="separator" style="clear: both; text-align: center;"><a href="https://1.bp.blogspot.com/-2XJs69jlgkw/X17_5Q2K8jI/AAAAAAAAVh8/Zk9Lol3U27Q4Xfycb_quCaXo_FdGr0JagCPcBGAYYCw/s2048/DL679%2BFlightaware.png" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1240" data-original-width="2048" height="304" src="https://1.bp.blogspot.com/-2XJs69jlgkw/X17_5Q2K8jI/AAAAAAAAVh8/Zk9Lol3U27Q4Xfycb_quCaXo_FdGr0JagCPcBGAYYCw/w500-h304/DL679%2BFlightaware.png" width="500" /></a></div><br /><p style="text-align: left;"><br /></p>Ben Wanghttp://www.blogger.com/profile/15405993300561907143noreply@blogger.com1tag:blogger.com,1999:blog-1333764659139651896.post-68846215380388419672019-09-27T04:48:00.000-07:002020-09-14T17:52:06.027-07:00My Farewell to the MAAd Dog<h3>
<span style="font-size: small;">Super80Sendoff – My Final Flights on the American MD-80</span></h3>
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September 4th, 2019 saw the final flights of American Airlines once ubiquitous MD-80. Launched in 1981 by McDonnell Douglas in Long Beach as the DC-9-80 series, the company marketed it as the “Super 80 – the plane for the 1980s”. When American Airlines picked up its initial 25 aircraft, they proudly utilized that “Super 80” moniker. <br />
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By way of the TWA merger in 2001, American’s MD-80 fleet eventually peaked to 360 aircraft. Impressively by 2004, 49% of American’s fleet were comprised of MD-80s! As MD-80s became older, newer aircraft such as the A320 family and 737-800, which were quieter and more fuel efficient, joined the fleet. As more newer aircraft came into service, more MD-80s were removed from service and moved to the desert for storage. Some aircraft went into service with other airlines while most were scrapped. The cockpit section of MD-82 N559AA was saved in 2018 and is now on permanent display at the airline’s <a href="http://www.crsmithmuseum.org/" target="_blank">C.R. Smith Museum</a> in Fort Worth, Texas near DFW airport. <br />
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I have decided to make Labor Day weekend 2019 as my personal Super 80 Sendoff weekend. In order to get my last fill on the American MD-80, I scheduled myself on three flights: Dallas-Ft Worth (DFW) to St. Louis (STL) and back, culminating on the final MD-80 flight from DFW to Chicago-O’Hare (ORD). That final flight was appropriated numbered flight AA 80. Looking at my log, I had flown on 27 MD-80 flights on American, the first in 1988 from San Jose (SJC) to ORD. Prior to this weekend, my last flight was in 2015, from DFW to SJC. In between those years, I flew on the MD-80 up and down the West Coast to places like Seattle, Las Vegas, and Los Angeles, in addition to the expected hub flights. Some other interesting routes included SJC to Vancouver and SJC to Denver (back during American SJC hub days). <br />
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By the end of August 2019, only 26 MD-80s remained with American. Though while passing through the airline’s DFW hub, one would never know it. In its final days, MD-80 fleet were kept on short flights to and from DFW. While over Terminals A and C on the Skylink train, it seemed every MD-80, with their distinctive classic buffed aluminum livery, can be seen mingling with their contemporaries. I was in awe seeing the large number of MD-80s at DFW. I photographed every single one that I saw. It was funny because years prior, American MD-80s were everywhere and absolutely no one cared. With almost 400 airplanes, would you?<br />
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<b>Day 1</b><br />
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Flight AA 2622<br />
Dallas-Ft Worth (DFW) to St. Louis (STL)<br />
McDonnell Douglas MD-82<br />
Registration (msn/ln): N501AA (49738/1648)<br />
Aircraft Delivered: Oct, 1989<br />
Flight Time: 1:17<br />
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On my first Super 80 Sendoff flight, I got lucky and flew on Ship 501. Out of the 26 MD-80s left flying, this aircraft was the only one remaining MD-82 originally delivered to American Airlines. All other aircraft in the fleet were MD-83s, originally delivered to TWA. <br />
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<a href="https://1.bp.blogspot.com/-Shvj_8QCQsc/XY3wXZmcOHI/AAAAAAAAU5c/3Dcy3WphNZ0aK9_hu_XWizEiZQdqRwolACKgBGAsYHg/s1600/5D3_8277-copy.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="716" data-original-width="1024" height="278" src="https://1.bp.blogspot.com/-Shvj_8QCQsc/XY3wXZmcOHI/AAAAAAAAU5c/3Dcy3WphNZ0aK9_hu_XWizEiZQdqRwolACKgBGAsYHg/s400/5D3_8277-copy.jpg" width="400" /></a></div>
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Stepping on board, I smiled broadly when I was hit that that pungent yet familiar “classic airplane” smell – a mix of fabric, jet fuel, and stale coffee. My smile widened when I saw the dark blue seats: square and triangular fabric with leather adjustable headrest. I was instantly reminded of my formable years as a new business traveler when American transition to these “More Room Throughout Coach” seats in 2000. Back then, I got so excited when I boarded an American flight with these seats, because they were so comfortable and so novel with the adjustable headrests!<br />
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On this flight, I treated myself to First Class. I wanted to experience one last time the quietness of the MadDog upfront. I can tell these seats had accumulated many miles: the seat recline lever was polished to a smooth shine and the seat cushions had “I have been here too long” back and buttock indentations in the fabric. <br />
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Despite all that, I was comfortable. Flight attendant kept the drink well open from beginning to end. Best of all, all I heard was the hissing of the air conditioners. There were no sound from the engines. Did they start? Are we taxiing out to the runway on our own power? I would never know. <br />
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My seat mate, an American frequent elite level flyer, had no idea that the MD-80 was retiring within days. I told him about the significance of our aircraft, Ship 501. He took some photos to remind him of his last flight on the MD-80.<br />
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<a href="https://1.bp.blogspot.com/-fVmdlAKhdZQ/XY3wyu9-6yI/AAAAAAAAU5s/CV_i5M73Sk0falX6gCHmw3crQT6uigo9gCKgBGAsYHg/s1600/IMG_6746-copy.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1024" data-original-width="1024" height="400" src="https://1.bp.blogspot.com/-fVmdlAKhdZQ/XY3wyu9-6yI/AAAAAAAAU5s/CV_i5M73Sk0falX6gCHmw3crQT6uigo9gCKgBGAsYHg/s400/IMG_6746-copy.jpg" width="400" /></a></div>
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With the flight scheduled just shy of two hours (actual flying time was just over 1 hour), even in First Class, I had low expectations of service. I was pleasantly surprised. The flight attendant kept on returning the snack basket, filled with an excellent variety of packaged snacks. She encouraged us, “why not take one of each?”. The bar was open the entire flight and she offered continual drink service. Even upon descend, she asked: “anything else to drink?” I was quite impressed of the service even on a short flight!<br />
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After the arrival, I visited the Flight Deck and chatted with the pilots. I pointed out to them that message board traffic on the internet had reported Ship 501 would fly the final MD-80 flight on September 4th. Both pilots smiled and said they would not bet on it. Apparently, since the MD-80s were on their last days, aircraft swaps and substitutions were common, as I would find out on my next flight. <br />
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<b>Day 2</b><br />
<br />
Flight AA 385<br />
St. Louis (STL) to Dallas-Ft Worth (DFW)<br />
McDonnell Douglas MD-83<br />
Registration (msn/ln): N9681B (53631/2284)<br />
Aircraft Delivered: Nov, 1999 to TWA<br />
Flight Time: 1:13<br />
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I chose to fly in and out of St. Louis because American had flights throughout the day between DFW and STL using the MD-80. I wanted to have a backup in case something happened. The night before departure, I noticed the inbound flight from DFW that would turn back in the morning as my flight was a 737-800. American’s flight status page still showed my flight in the morning as a MD-80, but it was obvious from the seat map that indeed, the aircraft type was going to be a 737.<br />
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Execute Plan B. I didn’t want to exercise this option since it would cost extra. But I had to do it since the MD-80 was the whole reason why I was doing this trip. It ended up costing me $75 to make a same day flight change with a confirm seat. A window seat was available on a later flight, but it was not to my preference. I had a perfect engine view seat (29F) reserved on my original flight and now I had to sit elsewhere. I broke out the credit card out of my wallet and paid for the flight change, all the while grumbling. <br />
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Taking a later flight gave me another opportunity to experience the delicious Blueberry Waffles at the Waffle House next to my hotel. At certain parts of the country, Waffle House is just an ordinary (and simple) American Diner. This one had excellent and friendly service with their delicious inexpensive food. Despite its mundaneness, with me from California, Waffle House was still a fun novelty. <br />
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I arrived at STL in time to photograph my inbound flight taxiing up to the gate. Aircraft N9681B was one of the final deliveries made to TWA in 1999. One hour before departure, I received a seat alert from expertflyer, which I had set up the previous evening. One of the engine view seats had opened up. It was 29F. What luck! With my hands shaking, I quickly went into the American app and switched my seat. <br />
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<a href="https://1.bp.blogspot.com/-DqWmYmK6OEU/XY3xCN6uROI/AAAAAAAAU54/abI9gUO2PfYLiCVYIw_RKIBMSEYVM3sPACKgBGAsYHg/s1600/IMG_6856-copy.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1024" data-original-width="473" height="400" src="https://1.bp.blogspot.com/-DqWmYmK6OEU/XY3xCN6uROI/AAAAAAAAU54/abI9gUO2PfYLiCVYIw_RKIBMSEYVM3sPACKgBGAsYHg/s400/IMG_6856-copy.jpg" width="183" /></a></div>
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I found a perfectly crystal clear window at my row. Hallelujah! It seemed someone wanted to make this happen for me. I was beaming ear-to-ear. I mounted my camera on the window and let it roll. <br />
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<a href="https://1.bp.blogspot.com/-MhWOwhHl4nY/XY3xGdoFbmI/AAAAAAAAU58/N6TRCPnrczQOwlx0CJGRi9Vk8-v0yMx2ACKgBGAsYHg/s1600/5D3_8580-copy.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="683" data-original-width="1024" height="266" src="https://1.bp.blogspot.com/-MhWOwhHl4nY/XY3xGdoFbmI/AAAAAAAAU58/N6TRCPnrczQOwlx0CJGRi9Vk8-v0yMx2ACKgBGAsYHg/s400/5D3_8580-copy.jpg" width="400" /></a></div>
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There was a stark contrast in volume between the front and the back of the MD-80 (indeed, this applies to all DC-9 series aircraft). There was no doubt the Pratt & Whitney JT8D powers this aircraft: that unmistakable high pitch shrill performing a symphony that only an avgeek would love! <br />
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<a href="https://1.bp.blogspot.com/-CzsDzD_G3zE/XY3xjgskn1I/AAAAAAAAU6M/WrCdjzK-15svce4zeNmL1w2MhvGNtL1FQCKgBGAsYHg/s1600/IMG_6868-copy.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1024" data-original-width="768" height="400" src="https://1.bp.blogspot.com/-CzsDzD_G3zE/XY3xjgskn1I/AAAAAAAAU6M/WrCdjzK-15svce4zeNmL1w2MhvGNtL1FQCKgBGAsYHg/s400/IMG_6868-copy.jpg" width="300" /></a></div>
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It was a treat for the senses when seated in this row: the view of the engine and the fan hub over your shoulder while listening to that distinctive whine. I have flown the MD-80 in the very last row, that window seat with the engine blocking the view. While seated there, my voice crackled while my ears went deaf. A fine demonstration of acoustics properties that probably was unintended by the aircraft designers at Douglas. No, on this day, there was none of that discomfort in Row 29.<br />
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<tr><td style="text-align: center;"><a href="https://1.bp.blogspot.com/-WNALnQ8Iixo/XY3xME664eI/AAAAAAAAU6A/5F3tkihuoW8KaAtXE49wvdVRvBfT7Q69ACKgBGAsYHg/s1600/5D3_8640-copy.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="683" data-original-width="1024" height="266" src="https://1.bp.blogspot.com/-WNALnQ8Iixo/XY3xME664eI/AAAAAAAAU6A/5F3tkihuoW8KaAtXE49wvdVRvBfT7Q69ACKgBGAsYHg/s400/5D3_8640-copy.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-size: small;">Rows 31-32 AB in the back of the plane with engine blocking view out the window</span></td></tr>
</tbody></table>
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Here is <a href="https://youtu.be/-l03dm5wV5A" target="_blank">my video of that flight</a>. We held for about five minutes prior to taking the runway at STL in order to queue up with the flow into DFW. Other than that boring part edited out, you will see the full pushback, taxi out, takeoff, climb out, approach, landing, and taxi in. The cruise is in time lapse. It is without music for that full adulterated avgeek JT8D experience! <br />
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<a href="https://youtu.be/-l03dm5wV5A" target="_blank"><img border="0" data-original-height="900" data-original-width="1440" height="250" src="https://1.bp.blogspot.com/-2_weqE0s-oA/XY3xQPF_M5I/AAAAAAAAU6E/y1EPVEcUp1s7a32p6GYIl3dgmG_SeiCIQCKgBGAsYHg/s400/STL-DFW%2BYoutube.png" width="400" /></a></div>
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Despite me wearing my “Super 80” shirt, no one said or acknowledged anything to me. With two days to retirement, I thought that was rather strange. That’s until after we landed. The forward flight attendant announced the pending retirement of the MD-80. After we parked at the gate, the pilots also quoted the total number of hours and cycles for this aircraft (unfortunately I had already stopped the camera at that point). <br />
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When I stepped out of my row, the flight attendant serving my section asked whether I was a pilot or flight attendant. I responded, “neither – just an enthusiast”. He was taken back by that. Unlike the flight attendants on my first flight, he did not hesitate allowing me taking photos of the cabin prior to exiting. The pilot had already vacated the Flight Deck and was welcoming anyone to take photos. I thoroughly enjoyed this flight – an experience well worth the extra $75!<br />
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<a href="https://1.bp.blogspot.com/-EY0VJcIj1eE/XY3xoCac5dI/AAAAAAAAU6Q/g--EQhxy2M0vP-Z4JytxmMHp_m4JIq2RACKgBGAsYHg/s1600/5D3_8655-copy.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="683" data-original-width="1024" height="266" src="https://1.bp.blogspot.com/-EY0VJcIj1eE/XY3xoCac5dI/AAAAAAAAU6Q/g--EQhxy2M0vP-Z4JytxmMHp_m4JIq2RACKgBGAsYHg/s400/5D3_8655-copy.jpg" width="400" /></a></div>
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<b>Day 3</b><br />
<br />
Flight AA 80<br />
Dallas-Ft Worth (DFW) to Chicago-O’Hare (ORD)<br />
McDonnell Douglas MD-83<br />
Registration (msn/ln): N984TW (53634/2287)<br />
<i>Last MD-80 Produced</i><br />
Aircraft Delivered: Dec, 1999 to TWA<br />
Flight Time: 1:46<br />
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<div style="text-align: center;">
<b><span style="font-size: large;"><a href="https://youtu.be/GAWgH-ear3Q" target="_blank">AA 80 Video Trip Report</a></span></b></div>
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Night before the final flight, I went to the ticket counter to request a printout of my boarding pass as a keepsake. I wanted it to be on cardstock, not flimsy thermal paper from the self check-in kiosk. The customer service agent did not bat an eye when I made my request. As I found out, I was not the first person who made the request that night. <br />
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I arrived at Terminal C shortly after 7 am, two hours prior to departure. The sun was beginning to rise and American’s final MD-80 flights were just arriving at the DFW hub. At the gate, the retirement party was already in full swing. After getting my obligatory photos in front of the MD-80 balloons and backdrop, I boogied on to the Skylink train to get photos of the last DFW sunrise over American MadDogs.<br />
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For the final revenue flight, MD-83 Ship 4YU, registration N984TW (msn/ln 53634/2287) was appropriately selected to fly flight AA 80. This aircraft was the final MD-80 produced. N984TW rolled off Boeing’s former Douglas aircraft factory in Long Beach, California in December, 1999 and was delivered to TWA. TWA named this plane “Spirit of Long Beach”, as a tribute to its Californian heritage. <br />
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There was quite a celebration at Gate C2, amassed with reporters, cameras, employees, and enthusiasts from all walks of life. American’s DFW operations manager and maintenance manager (retired) made speeches and flight attendant Patty shared interesting antidotes working the MD-80. CEO Doug Parker was also on hand greeting customers and employees alike. <br />
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<tr><td style="text-align: center;"><a href="https://1.bp.blogspot.com/-YO-LP1BkZng/XY3yCsbyCXI/AAAAAAAAU6c/SPDLQRprIZAONpUJXgQrw_hm8aOZUb8nwCKgBGAsYHg/s1600/IMG_5460-2-1376x1032.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1032" data-original-width="1376" height="300" src="https://1.bp.blogspot.com/-YO-LP1BkZng/XY3yCsbyCXI/AAAAAAAAU6c/SPDLQRprIZAONpUJXgQrw_hm8aOZUb8nwCKgBGAsYHg/s400/IMG_5460-2-1376x1032.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-size: small;">Two Super 80 fans pose with flight AA 80 flight attendants (L to R) Linette, Nancy, Katie, and Jake. They competed to be on this special flight (Photo: Bernie Leighton)</span></td></tr>
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Tables were set up for refreshments, but either they were not ready in time or were not intended for our flight. Boarding began earlier than the 8:30 am advertised time – and they needed all that time. When my Group 6 was called, quite a long (and slow-moving) line had formed in the jetway. Passengers were allowed to board five at a time, giving us some time to linger in line to chat with fellow passengers and to get photos taken with CEO Doug Parker.<br />
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In the interest of completing boarding quickly, staff was efficiently moving people through the boarding door: hand your camera to the designated photographer, pose next to the door, two clicks, get your camera back, board the plane.<br />
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I arrived at my seat 27F to find a goodie bag and a nicely decorated envelope personalized with my seat number. Number one flight attendant Linette had made those bonus kits for everyone on her own time and money. A “Thank You” card was personally signed by all the flight attendants. What a nice gesture!<br />
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<tr><td class="tr-caption" style="text-align: center;"><span style="font-size: small;">The goodie bag contained farewell cards, a hat, mug, and my favorite - a challenge coin!</span></td></tr>
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Despite the mad house at the gate and long line on the jetway, we managed to push back only two minutes late. The mood on board was definitely jovial. Everyone applauded whenever something special was announced.<br />
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Fire engines were positioned for a water cannon salute but it was not for our flight. I later learned one of the retirement flights to the desert in Roswell, New Mexico got the water cannon.<br />
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It was a long taxi to the west side of the airport. We used Runway 18L for the benefit of the crowd watching for our departure from DFW’s excellent airplane spotting park, <a href="https://www.dfwairport.com/founders/" target="_blank">Founders Plaza</a>.<br />
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<tr><td class="tr-caption" style="text-align: center;"><span style="font-size: small;">AA 80 pilots Capt Beetle (L) and Capt Kunasek (R)</span></td></tr>
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Prior to taking the runway, pilots Captain Clint Beetle and Captain Greg Kunasek made formal welcome remarks. Capt Kunasek was American’s MD-80 Fleet and Training Manager while Capt Beetle, a veteran pilot of the MD-80, flew the MadDog since 1987 and had accumulated over 21,000 hours on the type. For Capt Beetle, it was a bittersweet day. He said humorously, “thanks to all of you for paying for my mortgage, kid’s college, braces…it’s been a great career (on the MD-80)”. Still with 5 years to go until retirement, Capt Beetle lamented, “on my next airplane, I will probably have to learn French!” <br />
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With a ring of the double chime, the twin JT8Ds came to life with their distinctive high pitch whine as we lined up on 18L. There was no hold, the whine now a buzzy roar, we immediately rolled for takeoff. It was a long takeoff run. We rotated near Taxiway WL intersection, about 8000 feet down the runway. Out of my window, I saw our shadow chasing alongside as we pulled away into the air, creating a neat effect. <br />
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We made a sweeping bank to the right over Fort Worth, turning north back towards DFW. Climbing through 10,000 feet, Flight Attendant Jake made the customary cabin service announcement. He liberally sprinkled humor throughout, drawing laughter from everyone on board. In an appropriate send off to the MD-80’s notoriously unreliable internet service, Jake declared: “Wifi service is available on today’s flight…it will not work…we also offer streaming video out the window…”<br />
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In economy class, everyone received complimentary alcoholic beverages and a choice of cheese plate or turkey bacon breakfast sandwich. <br />
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Passengers were in a party mood and mingled in the aisles while service was underway. Flight attendants, in a jovial mood as well, did not seem to mind the minor hinderances and worked their way through the party. <br />
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I was seated next to two interesting American Airlines employees (one retired, one active), both with ties to the MD-80. <br />
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John “The Mayor” Judge was the Managing Director of Aircraft Maintenance at DFW. Mr. Judge is an approachable guy. Airline staff flying on the flight were excited to see “Mr. Mayor” and he garnered handshakes and selfies alike. Judge chuckled, “I actually forgot they called me “the mayor!” He earned that nickname because he “made a point to say hello to everybody and make a new friend everyday”. <br />
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Upon learning that I am an airplane enthusiast, Mr. Mayor pulled out a piece of paper out of his pocket and told me that N984TW had accumulated 53,605 hours of ship time and 27,817 cycles. He compared that to N203AA, American’s first MD-80, which flew between 1983 and 2007. That aircraft had around 74,000 hours during those 23 years when it went to the desert for storage. <br />
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Allie Hurt is a Maintenance Data Record Planner at American Airlines Technical Operations Center in Tulsa, Oklahoma. This flight was an emotional journey for Allie. She had won her seat in an employee contest and did not get final confirmation until less than 24 hours before departure. Since the MD-80 went back three generations in Hurt’s family, that made the flight extra special. Allie’s grandfather, who retired in the 2000s, worked at McDonnell Douglas in Long Beach and saw the production of the MD-80 to completion. Allie’s father is a mechanic at American and worked on the MD-80 heavy maintenance “pulse line” at Tulsa. And up until the conclusion of American’s MD-80 operations, Allie ensured the JT8D’s engine maintenance records were in order to FAA standards. <br />
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Upon reaching cruising altitude of 29,000 feet, Capt Beetle returned to the PA. He introduced the crew and thanked everyone for being on this special flight, “we are thrilled that you all love this airplane as much as we do and made all the effort to be on it today.”<br />
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The cabin was in full party mode. It was noisy filled with laughter. Some were hanging out in the aisles while most conversed with their likeminded neighbors. Overheard from more than one person: “this is the most fun I have ever had on a flight!” <br />
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Descending through 21,000 feet, Capt Kanasek announced that “it is time to say your goodbyes! Somebody at Chicago knew we were coming. They tell us to go fast, because we are number one.” In fact, we received expedited handling from air traffic control throughout the flight – from beginning to end. <br />
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It took awhile to get service item picked up, since everyone had food and drinks. It has hindered by the crowd still hanging out in the aisle. It was difficult to get people seated back down. Some people started signing the cabin walls and overhead bins with a sharpie marker which opened the floodgates. Everyone now had to make their mark. <br />
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The best artwork was this beautiful rendering of the Mad Dog:<br />
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Two safety cards got passed around for everyone to sign. They were to be donated to the airline’s CR Smith Museum for their collection.<br />
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Flight Attendant Jake made one last joke: “ladies and gentlemen, we have an exciting offer for you today…60,000 bonus miles!” Everyone busted out in laughter. <br />
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With a bit of emotion in his voice, Capt Beetle declared, “this is the last Super 80 prepare for landing that you will ever hear from American Airlines: flight attendants, please prepare for landing”.<br />
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It was difficult to switch off the party mode. Once everyone finally got seated, the cabin finally settled down. For those of us in the back of the plane, it was nice listening to the JT8Ds being throttled up and down during approach to Runway 10C.<br />
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One hour and 44 minutes after taking off from DFW, Capt Beetle greased the landing at Chicago O’Hare to the thunderous applause of all on board. The braking and reverse motion was relatively mild as we had a long taxi ahead. <br />
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Jake wanted everyone to know that Linette personally made the envelopes for everyone on board. We thanked her with an enthusiastic applause. Flight AA 80 blocked in at Gate K5 at 11:26 am, 9 minutes early, to one last applause from everyone on board. Disappointingly, there was no water cannon salute upon arrival.<br />
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Just like boarding, deplaning was a lengthy process. Everyone wanted photos and autographs with the pilots.<br />
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Someone joked, “no one is in a hurry to go anywhere anyway”. As soon as he said that, two ladies seated behind us tried to make their way up. Apparently they were “real” passengers! With help from the crew - they managed their way up and off the plane to make their connection to somewhere.<br />
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After the crew encouraged those remaining to hurry and deplane, I finally stepped off American’s last MD-80 about 30 minutes after arrival. Stepping into the gate area, I was warmly welcomed by applause from the staff. It was unexpected and put a big smile on my face.<br />
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The party continued at the gate. Like DFW, ORD was also festively decorated with balloons and a stage with MD-80 backdrop. We were all treated to Chicago Dogs and cake. I didn’t have time to linger for speeches and watch the pushback to the desert. I needed to say my goodbyes as I had a connection to an United flight back home in Terminal 1.<br />
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American Airlines did a magnificent job retiring the Super 80. Kudos goes out to everyone at the airline for making the entire #Super80SendOff experience fun and memorable. Extra commendation goes out to the crew of flight AA 80 for going the extra mile to make the flight <i>something special in the air</i>!<br />
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<br />Ben Wanghttp://www.blogger.com/profile/15405993300561907143noreply@blogger.com4tag:blogger.com,1999:blog-1333764659139651896.post-68838412604641954932019-06-21T05:25:00.000-07:002020-09-14T17:52:23.766-07:00Albertian Dreams<!--[if gte mso 9]><xml>
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<w:LsdException Locked="false" Priority="9" SemiHidden="true"
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<w:LsdException Locked="false" Priority="9" SemiHidden="true"
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<w:LsdException Locked="false" Priority="9" SemiHidden="true"
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<w:LsdException Locked="false" Priority="9" SemiHidden="true"
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<w:LsdException Locked="false" Priority="9" SemiHidden="true"
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<w:LsdException Locked="false" Priority="9" SemiHidden="true"
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<w:LsdException Locked="false" Priority="9" SemiHidden="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" Priority="39" SemiHidden="true"
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<w:LsdException Locked="false" Priority="39" SemiHidden="true"
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<w:LsdException Locked="false" Priority="39" SemiHidden="true"
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<w:LsdException Locked="false" Priority="39" SemiHidden="true"
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<w:LsdException Locked="false" Priority="39" SemiHidden="true"
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<w:LsdException Locked="false" Priority="39" SemiHidden="true"
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<w:LsdException Locked="false" Priority="39" SemiHidden="true"
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<w:LsdException Locked="false" Priority="39" SemiHidden="true"
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<w:LsdException Locked="false" Priority="39" SemiHidden="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" Priority="35" SemiHidden="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" Priority="1" SemiHidden="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" Priority="62" Name="Light Grid"/>
<w:LsdException Locked="false" Priority="63" Name="Medium Shading 1"/>
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<w:LsdException Locked="false" SemiHidden="true" Name="Revision"/>
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<w:LsdException Locked="false" Priority="30" QFormat="true"
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<w:LsdException Locked="false" Priority="60" Name="Light Shading Accent 6"/>
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<w:LsdException Locked="false" Priority="62" Name="Light Grid Accent 6"/>
<w:LsdException Locked="false" Priority="63" Name="Medium Shading 1 Accent 6"/>
<w:LsdException Locked="false" Priority="64" Name="Medium Shading 2 Accent 6"/>
<w:LsdException Locked="false" Priority="65" Name="Medium List 1 Accent 6"/>
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<w:LsdException Locked="false" Priority="67" Name="Medium Grid 1 Accent 6"/>
<w:LsdException Locked="false" Priority="68" Name="Medium Grid 2 Accent 6"/>
<w:LsdException Locked="false" Priority="69" Name="Medium Grid 3 Accent 6"/>
<w:LsdException Locked="false" Priority="70" Name="Dark List Accent 6"/>
<w:LsdException Locked="false" Priority="71" Name="Colorful Shading Accent 6"/>
<w:LsdException Locked="false" Priority="72" Name="Colorful List Accent 6"/>
<w:LsdException Locked="false" Priority="73" Name="Colorful Grid Accent 6"/>
<w:LsdException Locked="false" Priority="19" QFormat="true"
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<w:LsdException Locked="false" Priority="21" QFormat="true"
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<w:LsdException Locked="false" Priority="31" QFormat="true"
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<w:LsdException Locked="false" Priority="32" QFormat="true"
Name="Intense Reference"/>
<w:LsdException Locked="false" Priority="33" QFormat="true" Name="Book Title"/>
<w:LsdException Locked="false" Priority="37" SemiHidden="true"
UnhideWhenUsed="true" Name="Bibliography"/>
<w:LsdException Locked="false" Priority="39" SemiHidden="true"
UnhideWhenUsed="true" QFormat="true" Name="TOC Heading"/>
<w:LsdException Locked="false" Priority="41" Name="Plain Table 1"/>
<w:LsdException Locked="false" Priority="42" Name="Plain Table 2"/>
<w:LsdException Locked="false" Priority="43" Name="Plain Table 3"/>
<w:LsdException Locked="false" Priority="44" Name="Plain Table 4"/>
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<h4>
WestJet Inaugural 787 Dreamliner Flight</h4>
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In March 2019, I flew on WestJet’s inaugural Boeing 787 Dreamliner flight.<span class="Apple-converted-space"> </span>WestJet is the third airline in the U.S. and Canada to fly the Dreamliner.<span class="Apple-converted-space"> </span>I can proudly say that I have flown on the inaugural 787 flight on <i>all three </i>carriers!</div>
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<ol>
<li><a href="http://benairblog.blogspot.com/2012/11/dreams-do-come-true_10.html" target="_blank">United – Nov 2012</a> (Houston to Chicago O’Hare)</li>
<li><a href="http://benairblog.blogspot.com/2014/06/everything-you-dreamed-of.html" target="_blank">Air Canada – May 2014</a> (Toronto to Halifax)</li>
<li><a href="http://benairblog.blogspot.com/2015/05/dream-big.html" target="_blank">American – May 2015</a> (Dallas-Ft. Worth to Chicago O’Hare), and now</li>
<li>WestJet – March 2019 (Toronto to Calgary)</li>
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<tr><td style="text-align: center;"><a href="https://1.bp.blogspot.com/-UADS0O2uDBE/XQzKadzU37I/AAAAAAAAUko/JRZeXvAgKiQOVEVULRX2sILedEywWJuZACKgBGAs/s1600/354-IMG_4572-2160-copy.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1200" data-original-width="1199" height="320" src="https://1.bp.blogspot.com/-UADS0O2uDBE/XQzKadzU37I/AAAAAAAAUko/JRZeXvAgKiQOVEVULRX2sILedEywWJuZACKgBGAs/s320/354-IMG_4572-2160-copy.jpg" width="319" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Me with WestJet CEO Ed Sims</td></tr>
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<a href="https://airwaysmag.com/traveler/traveler-albertian-dreams-westjet-goes-premium-with-the-787-dreamliner-photos/" target="_blank">My trip report</a> can be found on Airways’ website here, or if you prefer a hardcopy, it can also be found in the <a href="https://airwaysmag.com/product/june19/" target="_blank">June 2019 edition of the magazine</a>.</div>
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You may also watch <a href="https://youtu.be/PKMky8ec9Ic" target="_blank">my trip report video on Youtube</a> via the link below.</div>
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<a href="https://youtu.be/PKMky8ec9Ic" target="_blank"><img border="0" data-original-height="900" data-original-width="1440" height="250" src="https://1.bp.blogspot.com/-PO05JmAgOOw/XQzJuMEqhOI/AAAAAAAAUkQ/BLPTrv_N5GETzCfUYLWBhZ4RTO8GYvaSwCKgBGAs/s400/Youtube%2BScreen%2BShot%2Bwestjet.png" width="400" /></a></div>
Ben Wanghttp://www.blogger.com/profile/15405993300561907143noreply@blogger.com0tag:blogger.com,1999:blog-1333764659139651896.post-54302987972527412019-05-15T20:44:00.000-07:002019-05-15T21:07:42.359-07:00C Series North American Debut<h3>
<span style="font-size: small;">Delta Bombardier CS100 / Airbus A220 Inaugural</span></h3>
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In February 2019, I flew on Delta Air Line’s inaugural Airbus A220 flight.<span class="Apple-converted-space"> </span>Delta was the first airline in North America to fly the A220, formerly known as the Bombardier C Series.<span class="Apple-converted-space"> </span><br />
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With a capacity of 100 to 150 seats, this plane is newly designed for short to medium haul missions.<span class="Apple-converted-space"> </span>Airbus acquired the C Series from Bombardier in July 2018 which brought stability to an unknown product fraught with development troubles and a trade dispute.<span class="Apple-converted-space"> </span>Airbus has since expanded its factory in Mobile, Alabama to supplement the existing Bombardier final assembly line in Mirabel, Quebec, Canada.<span class="Apple-converted-space"> </span>A220 production at Mobile will begin in the third quarter in 2019 and will serve U.S. based airlines. <span class="Apple-converted-space"> </span></div>
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<b>See my <a href="https://youtu.be/iC_6lFXJC8k" target="_blank">video trip report</a>:</b></div>
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Delta ordered 75 C Series aircraft in 2016 and later expanded that order to 90.<span class="Apple-converted-space"> </span>Order mix consist of 40 A220-100 (CS100) 109-seaters and 50 larger 130-seater A220-300 (CS300).<span class="Apple-converted-space"> </span>Final delivery is expected in late 2023.</div>
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First A220/CS100 was delivered to Delta in October 2018.<span class="Apple-converted-space"> </span>Service launch was scheduled on January 31, 2019 with flights originating from New York LaGuardia (LGA) and Dallas-Fort Worth (DFW).<span class="Apple-converted-space"> </span>Due to the U.S. Federal government shutdown that went on for 35-days during December-January, the aircraft could not get certified by the Federal Aviation Administration (FAA) in time for the start date.<span class="Apple-converted-space"> </span>As a result, the inaugural flight was pushed one week to February 7.</div>
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I booked the inaugural flight on the original date when it first came on sale in October.<span class="Apple-converted-space"> When the flight moved, </span>Delta was generous enough to refund my tickets without a penalty.<span class="Apple-converted-space"> </span>On my new ticket, I booked the inaugural A220 departure from LaGuardia: a 6 am Delta Shuttle flight to Boston (BOS).<span class="Apple-converted-space"> </span>After returning to LGA (not on the A220), I booked an afternoon A220 flight to DFW.<span class="Apple-converted-space"> </span></div>
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The evening before departure, I received an "First Flyers Club" email from Delta notifying the significance of the flight that I was about to embark.<span class="Apple-converted-space"> </span>I was happy that the airline was planning something special for the day!<br />
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At 4:30 am, there was little traffic through the construction maze entering LGA.<span class="Apple-converted-space"> </span>Single lane in most places, I can see how this could become a traffic nightmare during busy periods.<span class="Apple-converted-space"> </span>My Lyft driver said the routing changes daily and he really has to stay alert. <span class="Apple-converted-space"> </span></div>
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Delta Shuttle has a dedicated check-in and gates at Terminal C. <span class="Apple-converted-space"> </span>There was a special counter position for the inaugural A220 flights, but I didn’t really need it since I checked in on-line.<span class="Apple-converted-space"> </span>I said “hi” to the ticket agent anyway and she took great interest in my A220 shirt purchased specifically for the occasion.<br />
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At gate C38, Delta had a stage set up with “First Flyers Club” logos and a huge spread of delicious breakfast items from Balthazar Bakery.<span class="Apple-converted-space"> </span>Despite the early hour, there was plenty of energy from aviation enthusiasts who converged for two A220 departures on this early morning: the 6:00 am inaugural to BOS followed by the 7:45 am flight to DFW at the next gate. <span class="Apple-converted-space"> </span><br />
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<tr><td class="tr-caption" style="text-align: center;">N102DU to Boston</td></tr>
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<tr><td class="tr-caption" style="text-align: center;">N104DU to Dallas-Ft Worth</td></tr>
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Delta’s Vice President for New York and Sales, East Chuck Imhof and Managing Director-LGA Airport Operations Ginny Elliott spoke about significance of the A220 for Delta and the push to become New York’s Airline at the “New LaGuardia”.</div>
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Boarding for flight DL 744 to BOS began shortly before 5:30 am.<span class="Apple-converted-space"> </span>Aircraft N102DU, delivered to Delta in December 2018, had the honors of making the inaugural flight with revenue passengers on board.<span class="Apple-converted-space"> </span>Stepping on board ship 8102, I was greeted with a vestige its Canadian heritage - a floor plate at the door that proudly stated “C Series”.<span class="Apple-converted-space"> </span><br />
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Despite being a small class jet, the cabin had a wide-body feel: sculpted panels, high capacity overhead bins, large windows, mood lighting, and seat back monitors. <span class="Apple-converted-space"> </span><br />
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Delta configured this aircraft with 109-seats consisting of 12 First Class seats arranged 2-2 with 37-inch pitch,<span class="Apple-converted-space"> </span><br />
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15 Comfort+ seats with 34-inch pitch,<span class="Apple-converted-space"> </span><br />
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and 82 Main Cabin seats with 32-inch pitch. In the back, seats are 2-3 five abreast resembling the DC-9 family.<span class="Apple-converted-space"> </span>Comfort+ and Main Cabin seats are 18.6-inches wide, making them the widest Main Cabin seats in Delta’s fleet.<br />
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At every seat, passengers found the only collectible given — a First Flight pin with a commemorative boarding pass.<span class="Apple-converted-space"> </span></div>
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<tr><td class="tr-caption" style="text-align: center;">Seat back contents with collectible 1st Flight pin</td></tr>
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Before the door closed, the camera crew asked everyone to wave and cheer.<span class="Apple-converted-space"> </span>It was early, people really didn’t get into it.<span class="Apple-converted-space"> </span>We were asked to do it again, “this time with feeling”.<span class="Apple-converted-space"> </span>And it was the second take that ended up on the <a href="https://news.delta.com/best-class-episode-3-delta-welcomes-customers-aboard-first-a220-flights" target="_blank">Delta blog video</a>.<br />
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Outside, the ramp was wet from light rain during this near-freezing winter morning.<span class="Apple-converted-space"> </span>The windows were dotted with rain drops, making photo-taking a difficult proposition (granted it was still dark out). <span class="Apple-converted-space"> </span></div>
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The safety video - <a href="https://youtu.be/d0BPRS2LcY8" target="_blank">The World of the Safety Card</a> - was cute and ingenious.<span class="Apple-converted-space"> </span>I am biased since I am also a safety card collector! <span class="Apple-converted-space"> </span></div>
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On engine start, it became apparent that whenever the Pratt&Whitney PW1500G geared turbofan engines throttled up, they made a grinding sound.<span class="Apple-converted-space"> </span>Initially startling, we later just looked at each other and laughed whenever that happened. <span class="Apple-converted-space"> </span><br />
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The seat back monitor was large and responsive.<span class="Apple-converted-space"> </span>Since the In-Flight Entertainment system was driven by the onboard wifi, there is no utility box encroaching on your under seat space.<span class="Apple-converted-space"> </span>Nice!<br />
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It was a long 20-minute taxi to Runway 13.<span class="Apple-converted-space"> </span>Upon reaching, we made an immediate takeoff.<span class="Apple-converted-space"> </span>We made a powerful and steep takeoff run.<span class="Apple-converted-space"> </span>On rotation, I got a bit of the roller coaster feeling in my stomach.<span class="Apple-converted-space"> </span>We quickly punched through the cloud deck and made a sharp bank to the left for Boston.<span class="Apple-converted-space"> </span>Upon climb out, there were some grinding vibrations from the engines. <span class="Apple-converted-space"> </span></div>
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We spent less than 10 minutes at a relatively low 21,000 feet cruising altitude, during which a long line to the lavatory formed.<span class="Apple-converted-space"> </span>Apparently, everyone wanted to see the restroom with the window.<span class="Apple-converted-space"> </span>Flight attendant made an announcement that the unique lavatory was in the back of the plane, on the captain side (followed by, “I never thought I would make an announcement like this!”). <span class="Apple-converted-space"> </span><br />
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Due to the line blocking the aisle and the short flight, the service cart couldn’t quite make it through to where I was seated.<span class="Apple-converted-space"> </span>Fortunately, another flight attendant stationed at the aft galley handed out beverage and snack choices on foot.<span class="Apple-converted-space"> </span>Kudos to the crew for making best of the situation. <span class="Apple-converted-space"> </span></div>
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With traces of sunlight just peeking on the horizon, we started our descend to BOS from the south.<span class="Apple-converted-space"> </span>Breaking through the overcast at 700 feet, we were greeted with gloomy sky and steady rain.<br />
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Approaching Runway 04R, we flew over the industrial port area of Boston.<span class="Apple-converted-space"> </span>With condensation on the wings, we made a smooth touchdown to the applause of all on board.<span class="Apple-converted-space"> </span></div>
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Total flying time was 32 minutes at distance of 201 miles.<br />
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<a href="https://flightaware.com/live/flight/DAL744/history/20190207/1110Z/KLGA/KBOS" target="_blank"><img border="0" data-original-height="1567" data-original-width="1600" height="391" src="https://4.bp.blogspot.com/-HkcmKP5b8XE/XNuZ1DFyJLI/AAAAAAAAUdY/48gYhLycT7siYYvuxDpAoGUBLeiC6QuxgCKgBGAs/s400/Screen%2BShot%2B2019-05-10%2Bat%2B10.55.32%2BPM.png" width="400" /></a></div>
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Once again, it was another long (16-minute) taxi before we arrived at gate A8 at 7:08 am, 18 minutes early.<span class="Apple-converted-space"> </span>At the gate, the mood was equally celebratory with excited passengers munching on free Dunkin Donuts.<span class="Apple-converted-space"> </span>No rest for the weary, ship 8102 would immediately start earning its keep by flying back to LGA as the 8 am shuttle flight.<br />
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<b>Bonus! </b>You made it this far, here is the <a href="https://youtu.be/l6vgG4X80CU" target="_blank">video trip report</a> of my second flight, from LGA to DFW where we experienced a touch-and-go landing!<br />
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Ben Wanghttp://www.blogger.com/profile/15405993300561907143noreply@blogger.com0tag:blogger.com,1999:blog-1333764659139651896.post-26052579084735074012018-12-24T16:30:00.001-08:002020-09-14T17:52:38.339-07:00Island Hopper Adventure<!--[if gte mso 9]><xml>
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<br />
<h4>
A Trip Through Micronesia</h4>
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<span style="font-family: inherit;"><br /></span><span style="font-family: inherit;">Saving the best for last - this was my biggest aviation adventure of 2018: the United <i>Island Hopper</i>.<span style="mso-spacerun: yes;"> </span></span></div>
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<span style="font-family: inherit;"><br /></span>
<span style="font-family: inherit;">In April, I flew through Micronesia
with my good friend Rick Covington on board the world-famous </span><i style="font-family: inherit;">Island Hopper</i><span style="font-family: inherit;">.</span><span style="font-family: inherit;"> </span><br />
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<span style="font-family: inherit;">This United Airlines (formerly Air Micronesia/</span>Continental<span style="font-family: inherit;">) flight took us through five exotic locales between
Honolulu (HNL) and Guam (GUM):</span><span style="font-family: inherit;"> </span></div>
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<li>Majuro Atoll (MAJ), Republic of Marshall Islands</li>
<li>Kwajalein Atoll (KWA), Republic of Marshall Islands</li>
<li>Kosrae (KSA), Federated States of Micronesia</li>
<li>Pohnpei (PNI), Federated States of Micronesia</li>
<li>Chuuk (Truk) (TKK), Federated States of Micronesia</li>
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<span style="font-family: inherit; text-indent: -0.25in;">(Throughout the years, the </span><i style="font-family: inherit; text-indent: -0.25in;">Island
Hopper</i><span style="font-family: inherit; text-indent: -0.25in;"> also served Midway and Johnston Island.)</span><span style="font-family: inherit; text-indent: -0.25in;"> </span></div>
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<span style="font-family: "times new roman" , serif; mso-bidi-theme-font: minor-bidi;"><span style="font-family: inherit; mso-spacerun: yes;"><br /></span></span></div>
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<div style="text-align: center;">
<span style="font-family: inherit; font-size: large;"><b><a href="https://youtu.be/GKZZQP207SI" target="_blank">See my video trip report </a></b></span></div>
<div style="text-align: center;">
<span style="font-family: inherit; font-size: large;"><b><a href="https://youtu.be/GKZZQP207SI" target="_blank">(view in Youtube)</a></b></span></div>
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<a href="https://youtu.be/GKZZQP207SI" target="_blank"><span style="font-family: inherit;"><br /></span></a></div>
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<span style="margin-left: 1em; margin-right: 1em;"><a href="https://youtu.be/GKZZQP207SI" target="_blank"><span style="font-family: inherit;"><img alt="https://youtu.be/GKZZQP207SI" border="0" data-original-height="901" data-original-width="1600" height="225" src="https://1.bp.blogspot.com/-6jRr_p2NVEw/XCFCr-YvNRI/AAAAAAAAT9k/XoD1vFwN7vQgHpL_5We1vLSqZj5DWfHDgCKgBGAs/s400/youtube%2Bpreview.png" width="400" /></span></a></span></div>
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<span style="font-family: inherit;">In 2018, United Airlines also celebrated their 50th anniversary in
Micronesia.</span><span style="font-family: inherit;"> </span><span style="font-family: inherit;">Predecessor airline Air
Micronesia – known affectionally by its radio callsign “Air Mike” – was
founded in May 1968.</span><span style="font-family: inherit;"> </span><span style="font-family: inherit;">The </span><i style="font-family: inherit;">Island Hopper</i><span style="font-family: inherit;"> is still a critical
backbone for United’s Guam operations.</span><span style="font-family: inherit;">
</span><span style="font-family: inherit;">The airline produced </span><a href="https://hub.united.com/united-bmb-island-hopper-2579482833.html" style="font-family: inherit;" target="_blank">this nice video</a><span style="font-family: inherit;"> about the </span><i style="font-family: inherit;">Island Hopper</i><span style="font-family: inherit;">, featuring Capt Katz, one of the pilots on board my
flight!</span></div>
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<span style="font-family: inherit;"><iframe allowfullscreen="" class="YOUTUBE-iframe-video" data-thumbnail-src="https://i.ytimg.com/vi/TPueM5OF1Wc/0.jpg" frameborder="0" height="266" src="https://www.youtube.com/embed/TPueM5OF1Wc?feature=player_embedded" width="320"></iframe></span></div>
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<span style="font-family: inherit; font-size: 12pt;">Finally, my written trip report was published in print in the
December 2018 issue of <i>Airways</i> magazine.</span><br />
<span style="font-family: inherit; font-size: 12pt;"><br /></span>
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<div class="separator" style="clear: both; text-align: center;">
<a href="https://airwaysmag.com/product/dec2018/" target="_blank"><img border="0" data-original-height="776" data-original-width="1200" height="257" src="https://2.bp.blogspot.com/-EZVomLZY9cs/XCF39y6lzaI/AAAAAAAAT_I/GTqUjPiesbYgpmRM72mzFl91yMgG3hdWQCKgBGAs/s400/P46-47%2BLeadin%2Bpage-1200edited.jpg" width="400" /></a></div>
<span style="font-family: inherit; font-size: 12pt;"><br /></span>
<span style="font-family: inherit;">You can </span><a href="https://airwaysmag.com/product/dec2018/" style="font-family: inherit;" target="_blank">purchase the magazine direct</a><span style="font-family: inherit;"> (unfortunately,
they no longer sell through newsstands), or</span></div>
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<span style="font-family: inherit;"><img border="0" data-original-height="600" data-original-width="600" height="320" src="https://3.bp.blogspot.com/-pYlNxU9asRE/XCFBtMcfRsI/AAAAAAAAT9Q/CCDvt8dnNy4p_y_ov-x16LHOqI8YZ3hlQCKgBGAs/s320/AW274-Product-600x600.jpg" width="320" /></span></div>
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal">
<span style="font-family: inherit;">better yet, for instant gratification, get the e-zine via the
<i>Airways</i> app from </span><a href="https://itunes.apple.com/us/app/airways-magazine/id936888079?mt=8" style="font-family: inherit;" target="_blank">Apple iTunes</a><span style="font-family: inherit;"> or </span><a href="https://play.google.com/store/apps/details?id=com.pixelmags.androidbranded.airways.airways" style="font-family: inherit;" target="_blank">Google Play</a><span style="font-family: inherit;"> (it’s cheaper too!).</span><br />
<span style="font-family: inherit;"><br /></span>
<span style="font-family: inherit;">Many adventures are planned for 2019.</span><span style="font-family: inherit;">
</span><span style="font-family: inherit;">They will be coming fast and furious, so stay tuned!</span></div>
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Ben Wanghttp://www.blogger.com/profile/15405993300561907143noreply@blogger.com0tag:blogger.com,1999:blog-1333764659139651896.post-21624513562680375362018-05-18T00:00:00.000-07:002018-05-18T00:00:00.574-07:00From Fishery to Table<h4>
The Story of Copper River Salmon</h4>
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<a href="https://3.bp.blogspot.com/-eNx-a0aUE_g/WvpPI16kMoI/AAAAAAAATcA/RUpVS8MQyc8BsFbhtm8YS7vgYq51rDWXgCKgBGAs/s1600/5D3_0171-1200edited.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="800" data-original-width="1200" height="213" src="https://3.bp.blogspot.com/-eNx-a0aUE_g/WvpPI16kMoI/AAAAAAAATcA/RUpVS8MQyc8BsFbhtm8YS7vgYq51rDWXgCKgBGAs/s320/5D3_0171-1200edited.jpg" width="320" /></a></div>
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If you are a foodie, Memorial Day weekend this month marks the official start of the summer grilling season. For seafood lovers, the month of May also marks the opening of Alaska's famous Copper River Salmon fishing season. Last year, I was given an unique opportunity to trace the salmon's journey from Cordova, Alaska to dining tables worldwide. It was a journey made possible by Alaska Airlines Cargo.<br />
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<br />
<a name='more'></a><i>This story was originally published in May 2017 in <a href="https://airwaysmag.com/airlines/fishery-table-story-copper-river-salmon/" target="_blank">Airways</a>. 2017 also marked the final year of 737-400 combi operations. These unique combis have been replaced with 737-700 Freighters. </i><br />
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Eight year ago, while on a flight from Cordova to Anchorage, my friendly seatmate asked me whether I have ever tried Copper River salmon. I knew of different species of salmon (king, sockeye, coho, chum, and pink), but had never heard of the Copper River salmon. After returning home, I started paying attention at the grocery store. Sure enough, at the end of May, I saw Copper River salmon for sale, at all places, Costco. It had a distinctive bright color, deep, almost fluorescent pink. It stood out from the oh so pedestrian color-added common farmed salmon. Grilling the Copper River salmon on cedar planks, enhanced by only the simplest of spices – salt and pepper, its flavor was rich, overrunning with Omega-3 goodness. I was hooked. I look forward to having Copper River salmon every year starting around Memorial Day.<br />
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<a href="https://3.bp.blogspot.com/-3dGKUUrP0G4/WvpbMZfmGqI/AAAAAAAATg4/f2Bxm1nrZqI82Y-EGV5qlKvs0z8XwtX9wCKgBGAs/s1600/IMG_8351-1200edited.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1200" data-original-width="921" height="320" src="https://3.bp.blogspot.com/-3dGKUUrP0G4/WvpbMZfmGqI/AAAAAAAATg4/f2Bxm1nrZqI82Y-EGV5qlKvs0z8XwtX9wCKgBGAs/s320/IMG_8351-1200edited.jpg" width="245" /></a></div>
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Copper River salmon is prized by world over due to its high oil content and rich flavor. Arrival of the first salmon in Seattle every year is an event celebrated with much fanfare by seafood lovers and foodies alike. But where exactly is the Copper River? <br />
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<b>Cordova and the Copper River Delta</b><br />
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<a href="https://1.bp.blogspot.com/-sEGq2Qs7geM/WvpURUUopVI/AAAAAAAATdc/Mlqhc-TVREgWX6K_F1kMayvkGMH2MoDCgCKgBGAs/s1600/5D3_9648-copy.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1000" data-original-width="667" height="320" src="https://1.bp.blogspot.com/-sEGq2Qs7geM/WvpURUUopVI/AAAAAAAATdc/Mlqhc-TVREgWX6K_F1kMayvkGMH2MoDCgCKgBGAs/s320/5D3_9648-copy.jpg" width="213" /></a></div>
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City of Cordova (population 2300) in Alaska is located on the southeastern edge of Prince William Sound, 160 miles east of Anchorage. The 275-mile long Copper River empties into a delta 20 miles to the east of Cordova. At 700,000 acres, the Copper River delta is the largest contiguous wetland on the Pacific Coast in North America. The delta is home waters to all five species of Pacific salmon as they make their annual spawning run. As a result, the delta hosts a multitude of birds and wildlife.<br />
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<a href="https://2.bp.blogspot.com/-ZkZzyICnyWs/WvpPlD3bj5I/AAAAAAAATcI/DQjEO4aqTjopkzBIxv72cCNtx8uo2lBaQCKgBGAs/s1600/5D3_9837-1200edited.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="800" data-original-width="1200" height="213" src="https://2.bp.blogspot.com/-ZkZzyICnyWs/WvpPlD3bj5I/AAAAAAAATcI/DQjEO4aqTjopkzBIxv72cCNtx8uo2lBaQCKgBGAs/s320/5D3_9837-1200edited.jpg" width="320" /></a></div>
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Salmon from the Copper River delta is biologically different than salmon found elsewhere.<br />
This is because Copper River salmon are larger and fatter due to the longer spawning run from the Pacific Ocean back to the many rivers and streams that make up the Copper River watershed. The watershed area is 26,500 square miles, with headwaters draining from the Copper Glacier in the Wrangell Mountains.<br />
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Industrial harvesting of salmon in Cordova began in the 1880s by one of three canneries. By the 1920s, the number of canneries had ballooned to 22. Back then, the journey to Seattle takes one week by steamship. With Cordova being a landlocked city - even today - air and sea are the only means of transport for people and products.<br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://4.bp.blogspot.com/-W-kqwc6arl0/WvpP5qmw4iI/AAAAAAAATcQ/P0Z2ozGpcQs4UV45dtBtDx6JS3d4gi1IACKgBGAs/s1600/5D3_9978-1200edited.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="788" data-original-width="1200" height="210" src="https://4.bp.blogspot.com/-W-kqwc6arl0/WvpP5qmw4iI/AAAAAAAATcQ/P0Z2ozGpcQs4UV45dtBtDx6JS3d4gi1IACKgBGAs/s320/5D3_9978-1200edited.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">City of Cordova from the air. Cordova Small Boat Harbor is at left, fish processing and industrial shipping area are at the top center, while downtown 1st Street is at the right.</td></tr>
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Introduction of air cargo to Cordova in the 1980s changed the fundamentals of the salmon industry there. Fresh salmon can now be shipped to Seattle in a matter of hours. Recognizing Copper River salmon’s unique quality and answering to consumer demand for fresh salmon, a coop was started by the commercial gillnet fishing community to market Copper River salmon (Prince William Sound gillnetters later joined this association as well).<br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://2.bp.blogspot.com/-OR5BqpFGQu4/WvpUOP5erjI/AAAAAAAATdY/E-g26W9_TeEAzBWwreabhv-_mgnm9JSBQCKgBGAs/s1600/5D3_9640-1200edited.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="800" data-original-width="1200" height="213" src="https://2.bp.blogspot.com/-OR5BqpFGQu4/WvpUOP5erjI/AAAAAAAATdY/E-g26W9_TeEAzBWwreabhv-_mgnm9JSBQCKgBGAs/s320/5D3_9640-1200edited.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Cordova Airport is named after Merle K. “Mudhole” Smith, President of Cordova Air Service from 1939 to 1968. That airline merged with Alaska Airlines in 1968.</td></tr>
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<b>Gillnet Fishing</b><br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://2.bp.blogspot.com/-ES3tPjk0r7Y/WvpUXaMwfmI/AAAAAAAATdg/xsbx2L8LY4YkutY9N4Q4ENPkXRFuxi2aQCKgBGAs/s1600/Bowpicker%2Bworking.jpeg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="548" data-original-width="1000" height="175" src="https://2.bp.blogspot.com/-ES3tPjk0r7Y/WvpUXaMwfmI/AAAAAAAATdg/xsbx2L8LY4YkutY9N4Q4ENPkXRFuxi2aQCKgBGAs/s320/Bowpicker%2Bworking.jpeg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">A fisherman harvesting salmon in his bowpicker. Salmon gets caught (“gilled”) in the net and are retrieved when the net is reeled in. <br />
(Photo: Copper River Prince William Sound Marketing Association)</td></tr>
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Gillnet is a curtain-like mesh with opening just large enough to catch salmon at the gill (the fish is “gilled”). Gillnets are suspended by corks at the top and weighted at the bottom. They measure 900 feet long by 18 feet deep and roll on a hydraulically operated drum. The mesh is sized to target specific species. On the Copper River delta, commercial fishermen practice what is known as drift gillnetting, where the gillnet drifts alongside the boat and not fixed at a single location.<br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://1.bp.blogspot.com/-QITL4Kn6NOM/WvpVOVfDTeI/AAAAAAAATeI/SWpGIM9ByXwyFsRLzy5omjmA69kpydtiACKgBGAs/s1600/IMG_4177-1200edited.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="900" data-original-width="1200" height="240" src="https://1.bp.blogspot.com/-QITL4Kn6NOM/WvpVOVfDTeI/AAAAAAAATeI/SWpGIM9ByXwyFsRLzy5omjmA69kpydtiACKgBGAs/s320/IMG_4177-1200edited.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Fishermen Kyle Kain demonstrates setting off the gillnet from his bowpicker. </td></tr>
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“Commercial” fishing used in the context of gillnetting is really a misnomer. There are no large trawlers and no big industrial operation, as one would imagine. These fishermen are small independent business owners. They can be best described as proud artisans who carefully handle their catch in order to meet the salmon’s high reputation. Gone are the days of the salty old fishermen. The next generation has taken over, ranging from those who are eager the continue the family tradition to those wanting to embark on adventures as part of their job. Even women are joining the ranks, breaking the stereotypical mold.<br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://1.bp.blogspot.com/-iqbYk0ElmrU/WvpUyRGA3rI/AAAAAAAATeA/9_yphpQB5W8hlPhNYi1A3JGu8OK3mb8EgCKgBGAs/s1600/IMG_4147-1200edited.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="900" data-original-width="1200" height="240" src="https://1.bp.blogspot.com/-iqbYk0ElmrU/WvpUyRGA3rI/AAAAAAAATeA/9_yphpQB5W8hlPhNYi1A3JGu8OK3mb8EgCKgBGAs/s320/IMG_4147-1200edited.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Hayley Hoover comes from a multi-generation commercial fishing family. She is one of ten women fishing license holders, out of more than 500, in the Copper River Area.</td></tr>
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Majority of the commercial fishermen operate small, 30 to 40 feet long, one- or two-person vessels known as bow pickers. Gillnets are set off at the bow of the boat, hence the name. The boat can be operated either from the cabin or at midship, next to the gillnet reel, allowing single person operations.<br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://4.bp.blogspot.com/-zm6C6a2M2ZE/WvpVAXhxqoI/AAAAAAAATeE/vwav9Q96GSEdiGlOUZalwEigeldyt2EDQCKgBGAs/s1600/IMG_4162-1200edited.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1200" data-original-width="900" height="320" src="https://4.bp.blogspot.com/-zm6C6a2M2ZE/WvpVAXhxqoI/AAAAAAAATeE/vwav9Q96GSEdiGlOUZalwEigeldyt2EDQCKgBGAs/s320/IMG_4162-1200edited.jpg" width="240" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Fisherman Michael Hand mends a gillnet one day prior to the season opener. The size and opening of the gillnet are regulated. </td></tr>
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Despite the potential for high profit, the cost of getting into the commercial fishing business is also high – in the range of hundreds of thousands of dollars – for the license (the numbers also are limited), the vessel, and the boat slip.<br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://1.bp.blogspot.com/-jSBd2-45H2E/WvpVxvWvyRI/AAAAAAAATeY/hEowFVqVu_0UmAhnzKYFAAnyCcLTYDZagCKgBGAs/s1600/IMG_4146-copy.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1000" data-original-width="750" height="320" src="https://1.bp.blogspot.com/-jSBd2-45H2E/WvpVxvWvyRI/AAAAAAAATeY/hEowFVqVu_0UmAhnzKYFAAnyCcLTYDZagCKgBGAs/s320/IMG_4146-copy.jpg" width="240" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Bowpickers line the docks at Cordova Small Boat Harbor. In matter of hours, they will all depart for the season opener.</td></tr>
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<b>Opener</b><br />
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The 2017 Copper River commercial salmon season opened on Thursday, May 18th at 7 am AKDT. Fishermen trickled out of Cordova Harbor the evening before so they can be in position right at the start of the 12-hour opener. The fishery is located in an area known as the flats, between the Copper River delta and the barrier islands facing the Gulf of Alaska. <br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://3.bp.blogspot.com/-00vQKpY55hA/WvpWT691RkI/AAAAAAAATes/uDeprJ21NgopUf6tpwjSuRsI1qIV01O6ACKgBGAs/s1600/5D3_9899-1200edited.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="800" data-original-width="1200" height="213" src="https://3.bp.blogspot.com/-00vQKpY55hA/WvpWT691RkI/AAAAAAAATes/uDeprJ21NgopUf6tpwjSuRsI1qIV01O6ACKgBGAs/s320/5D3_9899-1200edited.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Seen from the air, bowpickers working on the Copper River flats during the season opener. </td></tr>
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Fishermen operate independently and scatter throughout the fishery along the flats. Some choose to join radio groups that use a private encrypted channel to share information. Others use their own trade secrets, for example, determining the optimal net opening between the smallest and largest required size, or the best net color for catching salmon.<br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://2.bp.blogspot.com/-WaZIKnithF4/WvpWdVcTBgI/AAAAAAAATew/e4sIQLdQ_j0L1SbJqf_b-0IRMddjRh9_wCKgBGAs/s1600/5D3_9851-1200edited.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="842" data-original-width="1200" height="224" src="https://2.bp.blogspot.com/-WaZIKnithF4/WvpWdVcTBgI/AAAAAAAATew/e4sIQLdQ_j0L1SbJqf_b-0IRMddjRh9_wCKgBGAs/s320/5D3_9851-1200edited.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Seen from the air, this fisherman has set off his gillnet from the bowpicker and is waiting for his catch. The gillnet measures 900 feet long.</td></tr>
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Fishermen lay out gillnets from 15 minutes to one hour at a time. As the gillnet reels back onto the boat, gilled salmon are harvested in the process. Salmon are then drained of blood (which prevents the “fishy” taste) and stored with ice on board. Those fishermen working with local processing plants such as Copper River, Trident, and Ocean Beauty Seafoods, deliver their catch to larger ships known as tenders positioned throughout the fishery. Tenders (each representing a different seafood processor) deliver their catch to one of many processing plants in Cordova. Fishermen can remain in the fishery for up to 48 hours before returning to home port. <br />
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<tr><td style="text-align: center;"><a href="https://3.bp.blogspot.com/-kGxHGKPOY6Q/WvpWtM9BhCI/AAAAAAAATe0/qbZP6EB6yzUJ8p-BHHO1xukHWyYoBK4GgCKgBGAs/s1600/5D3_9733-1200edited.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="800" data-original-width="1200" height="213" src="https://3.bp.blogspot.com/-kGxHGKPOY6Q/WvpWtM9BhCI/AAAAAAAATe0/qbZP6EB6yzUJ8p-BHHO1xukHWyYoBK4GgCKgBGAs/s320/5D3_9733-1200edited.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i>Lady Simpson</i> is a tender that collects harvested salmon from individual fishermen at the fishery and delivers them to the processing plant. </td></tr>
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Hour and a half after the conclusion of the opener, bowpickers return to Cordova Boat Harbor en masse. For the next hour, the harbor is bustling with activity. The constant rumble of boat motors reverberated throughout the city. Despite breezy winds and a steady rain, families gathered at the harbor to witness the spectacle and welcomed the fishermen home. With a such a tight-knit fishing community, everyone knew someone on these boats. An hour later, as quickly as it started, the harbor went silent, absent of crackling motors. Everyone was back home.<br />
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<tr><td style="text-align: center;"><a href="https://2.bp.blogspot.com/-dx4B3u3oAWo/WvpW6HZHTAI/AAAAAAAATe8/Lxjys-RsFhoWAs5WPtJYT5QYylNrEL5wQCKgBGAs/s1600/5D3_0022-1200edited.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="800" data-original-width="1200" height="213" src="https://2.bp.blogspot.com/-dx4B3u3oAWo/WvpW6HZHTAI/AAAAAAAATe8/Lxjys-RsFhoWAs5WPtJYT5QYylNrEL5wQCKgBGAs/s320/5D3_0022-1200edited.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Bowpickers return en masse to the harbor upon completion of the season opener.</td></tr>
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Meanwhile, at the fish processing plant, work that began in the afternoon continued throughout the night as tenders arrive with their precious commodity. At Ocean Beauty Seafoods, tenders dock directly at the plant. Cranes lift colorful crates containing freshly caught salmon packed in ice before getting wheeled inside for inspection, sorting, and processing.<br />
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<tr><td style="text-align: center;"><a href="https://1.bp.blogspot.com/-PAZ25xV1YL8/WvpXR18TpvI/AAAAAAAATfE/bnF3fvURhZYk9Hn6OtRt-6n9hoZ3nLnTQCKgBGAs/s1600/5D3_0122-1200edited.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="800" data-original-width="1200" height="213" src="https://1.bp.blogspot.com/-PAZ25xV1YL8/WvpXR18TpvI/AAAAAAAATfE/bnF3fvURhZYk9Hn6OtRt-6n9hoZ3nLnTQCKgBGAs/s320/5D3_0122-1200edited.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Tender <i>Lucas</i> unloads a colorful crate, filled with salmon on ice, at Ocean Beauty Seafood processing plant dock in Cordova.</td></tr>
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<tr><td style="text-align: center;"><a href="https://3.bp.blogspot.com/-NlXGIQ9kILk/WvpXR8NMa8I/AAAAAAAATfE/MYYdaSvaDSIJ6dfcgBfDwkye90oxgJ_QQCKgBGAs/s1600/5D3_0132-1200edited.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="823" data-original-width="1200" height="219" src="https://3.bp.blogspot.com/-NlXGIQ9kILk/WvpXR8NMa8I/AAAAAAAATfE/MYYdaSvaDSIJ6dfcgBfDwkye90oxgJ_QQCKgBGAs/s320/5D3_0132-1200edited.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Fresh off the tender, large and beautiful king salmon are shown inside the iced crate. </td></tr>
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Due to their high value, prized king salmon are handled with care. Workers cradle each king with both arms and place them slowly on belts and in containers. Typically, fishermen get paid around $10 per pound for king salmon. After processing and shipping, retail price swells to $50 per pound. Processed salmon (head and inners removed) get packed in 50-pound (sockeye) or 80-pound (king) boxes for shipment.<br />
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<tr><td style="text-align: center;"><a href="https://4.bp.blogspot.com/-tijwmKBEHJw/WvpXcK6eTYI/AAAAAAAATfI/Kr21kbTGnZgSUlPY2rMtStK39jAs_4omgCKgBGAs/s1600/5D3_0143-copy.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1000" data-original-width="708" height="320" src="https://4.bp.blogspot.com/-tijwmKBEHJw/WvpXcK6eTYI/AAAAAAAATfI/Kr21kbTGnZgSUlPY2rMtStK39jAs_4omgCKgBGAs/s320/5D3_0143-copy.jpg" width="226" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">At the processing plant, workers remove salmon’s head and gut the fish. Once the salmon are in the bin, they are considered “ready for market” and are boxed for shipment.</td></tr>
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At Ocean Beauty in Cordova, first three weeks of the season consists of 100% fresh king and sockeye salmon shipped by air from Cordova. As the season for other salmon species open throughout the summer, volume increase and operation expands to fast freezing, canning, and smoking. By that point, non-time sensitive products get shipped by barge to Seward (150 nautical miles away) and then either by air from Anchorage or by road via the Alaska-Canada Highway.<br />
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<b>First Salmon Delivery Flight</b><br />
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<tr><td class="tr-caption" style="text-align: center;">N763AS is one of five 737-400 combis in the Alaska Airlines fleet. They can only be found inside Alaska and in Seattle. Combis are distinguished by missing windows at the forward fuselage.</td></tr>
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Kings and sockeyes, freshly boxed for their flight, get expedited along Cordova’s only highway 13 miles east to the Merle K. “Mudhole” Smith Airport (CDV/PACV). The first Copper River salmon delivery flight would be flown on an Alaska Airlines 737-400 combi – a combination cargo and passenger aircraft. These combis can only be found inside Alaska and Seattle. They carry 72-passengers at the rear and four LD7 Unit Load Devices (ULDs) at the front, loaded via a side cargo door. The airline affectionally calls these ULDs “igloos”. Each igloo can carry up to 6,000 pounds of cargo.<br />
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<tr><td class="tr-caption" style="text-align: center;">Boxes of salmon are being loaded in LD7 igloos in preparation for the flight on the 737-400 combi.</td></tr>
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The first salmon delivery flight carried 22,000 pounds of salmon and 18 passengers consisting of employees, members of the media, and invited guests. Only three of four igloos were loaded due to weight and balance from the light passenger load. Boxes of salmon were also loaded as belly cargo.<br />
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At 2:30 am AKDT, flight AS 9231 lifted off CDV’s 7,500 feet Runway 09 for the 1,300 mile flight south to Seattle-Tacoma (SEA/KSEA). On board, the two friendly flight attendants served passengers free flowing drinks while everyone munched on delicious cookies from The Little Cordova Bakery. On this three-hour redeye flight, the flight length was just too short for productive sleep.<br />
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At 6:30 am PDT, the first Copper River salmon flight taxied up to the Alaska Airlines Cargo ramp in Seattle to the eager anticipation of chefs and invited guests. Less than 24 hours after opening of the season, First Officer Melissa VanDyke carried off the ceremonial first fish – a massive king salmon weighing 45 pounds – on the red carpet. The three loaded igloos were quickly rushed off to the warehouse for distribution.<br />
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<tr><td class="tr-caption" style="text-align: center;">(Photo: Alaska Airlines)</td></tr>
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<b>The <i>Copper Chef</i></b><br />
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In a hat-tip to the celebrated Japanese cooking competition TV program <i>Iron Chef</i>, three top Seattle restaurant chefs were invited to compete in the “Copper Chef” Cook-Off. Each chef had one hour to create their special salmon dish, preparing and plating sufficient amount for all guests in attendance. Ocean Beauty Seafoods master fish cutter Nestor skillfully filleted, deboned, and skinned the first salmon and portioned them to the chef’s specifications.<br />
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David Yeo, executive chef at Wild Ginger, was first to serve only 15 minutes into the competition. His Otak Otak Salmon had a robust sauce and was very spicy. It was this author’s opinion that the strong sauce overpowered the delicate flavor of the salmon.<br />
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John Sundstrom, executive chef at Lark created Salmon with Risotto Espuma (foam) with Morels, Bacon, and Spring Onion. While the bacon and the salmon roe were too salty, the salmon, cooked medium rare, was moist and full of rich salmon flavor.<br />
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Stuart Lane, executive chef at Spinasse/Artusi created a “salmon three ways” dish, with Butter Poached Salmon as the main piece. Chef Lane labored over a large pot for the majority of the hour cooking his salmon with butter on gentle heat. I thought this dish best showcased the salmon’s flexibility: on its own, as crispy skin, and filled in a roll – each with a unique taste and texture.<br />
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Chef Sundstrom’s dish was the crowd favorite and he was awarded title of Copper Chef. His prize, a trophy in the shape of a salmon – made of copper (of course!).<br />
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To support Copper River’s opener, Alaska Airlines lifted approximately 77,000 pounds of salmon on four flights from Cordova on Friday, May 19th. This included one 737-400 freighter flight carrying 32,000 pounds of salmon. In 2016, the airline transported more than 30 million pounds of Copper River salmon from Cordova to the Pacific Northwest and beyond.<br />
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Next time at the grocery store, will you start looking for the Copper River salmon label when kicking off the summer grilling season? I already do! Don’t let the high price and short two-month season commanded by the Kings scare you. Sockeyes are plentiful and affordable. Coho is a late-season salmon that will keep you busy on the grill through September.<br />
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And now knowing their full story, I appreciate these Copper River salmon even more!<br />
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<tr><td class="tr-caption" style="text-align: center;">Sockeye for $15.99/pound at Costco! </td></tr>
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Ben Wanghttp://www.blogger.com/profile/15405993300561907143noreply@blogger.com0tag:blogger.com,1999:blog-1333764659139651896.post-80948058164861400102018-04-30T20:05:00.001-07:002018-04-30T20:06:35.014-07:00Virgin No More<h4>
Flying on Virgin America’s Farewell Flight</h4>
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April 25, 2018 marked an important milestone for Virgin America (VX) and Alaska Airlines. On that day, the airlines conducted <a href="https://blog.alaskaair.com/alaska-airlines/exciting-changes-are-touching-down/" target="_blank">Passenger Service System (PSS) Cutover</a>, an important milestone of the airlines' merger. Ticket counters, reservations, VX flight numbers, website, apps, call centers – all elements that a passenger would face – became one under Alaska Airlines. The hip, playful, and edgy brand with the red motif was officially no more.<br />
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[In case you missed it, <a href="https://blog.alaskaair.com/alaska-airlines/news/different-works/" target="_blank">Alaska Airlines acquired Virgin America</a> in April 2016 for $2.6 billion dollars.]<br />
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PSS Cutover was just one of many steps in the merger transition. At the end of 2017, the two airlines’ frequent flier programs merged. This was followed by the receipt of Single Operating Certificate in January 2018 leading to the retirement of Virgin America’s clever radio callsign “Redwood”.<br />
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On the last evening under the Virgin America ticket, two flights were scheduled for departure at 9:30 pm San Francisco (SFO), the airlines’ home airport. While both can be considered as the final flight, the redeye to Philadelphia would land the next day <i>after</i> the PSS cutover. Therefore, enthusiasts designated flight VX 1948 to Los Angeles (LAX) as the unofficial farewell flight. [<a href="https://flightaware.com/live/flight/ASA1947/history/20180425/0435Z/KLAX/KSFO" target="_blank">Flight VX 1947 from LAX to SFO</a> was the official final flight. Known as Founders Flight, it limited to Virgin America employees only.] As <a href="https://www.flyertalk.com/forum/virgin-america-elevate-pre-2018/1897257-vx-farewell-flight-1948-24-april.html" target="_blank">enthusiasm gathered steam on Flyertalk</a>, the airline upgauged flight VX 1947 to the larger A321 and moved the departure time to 9:32 pm, making it officially Virgin America’s final scheduled departure from SFO. Keeping this flight accessible to fans everywhere, the one-way price never went above the $50 range!<br />
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A few days before April 24th, I swung by the Virgin America ticket counter at SFO. Most of the airline’s distinctive tabletop self check-in kiosks had already been removed, except for one. By the final day, this table was gone.<br />
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Arriving at SFO two hours before flight VX 1948, the ticket counter was quiet on this Tuesday evening. I walked right up to an agent and requested a boarding pass printout. Unfortunately, they no longer have the distinctive red boarding passes. Either they have been totally exhausted or were pulled from service as checking with the gate also yielded nothing.<br />
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I breezed through Pre-Check and arrived at Gate 51B. There, flyertalk members Nate Vallier (UAPremierExec), Brendan Hooley (socialgecko), and friends were busy setting up the #vxfarewell swag table.<br />
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A true grassroots effort, through these members and kind donations by other forum members, the swags exceeded all expectations! We are talking about custom printed baggage tags, posters, and buttons. Virgin America also donated clean safety cards (full set: A319, A320, and A321), wine bottle holders, and lanyards.<br />
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Alaska Airlines graciously opened up their lounge space at LAX for the after-flight VXFarewell Fiesta. They also provided fancy chocolate red velvet cupcakes at the gate. They were delicious – I had two!<br />
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There was a flashmob (I only caught a glimpse from a distance). When the announcement for boarding came, it was a very emotional moment for gate agent Jelena. She dedicated the final boarding on behalf of all SFO Virgin America team members to the applause of all.<br />
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When boarding started, the line for the swag table was still long – longer than the boarding line. I was happy to see the swag was a big hit!<br />
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As we approached boarding pass scan, surprise guest Sir Richard Branson greeted us at the door (albeit Sir Richard was in small cardboard form). SRB would later make his way in-flight greeting passengers.<br />
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<b>Flight</b>: VX 1948 San Francisco (SFO) – Los Angeles (LAX)<br />
<b>Aircraft</b>: Airbus A321-253N (Sharklets)<br />
<b>Registration </b><i><b>name</b></i>: N922VA <i>frances</i><br />
<b>msn</b>: 7639<br />
<b>Delivered (age):</b> May 2017 (1 year)<br />
<b>Scheduled Departure – Arrival</b>: 9:32 pm – 11:01 pm<br />
<b>Actual Departure – Arrival</b>: 9:24 pm – 10:57 pm<br />
<b>Depart SFO Runway 01L</b>: 9:42 pm<br />
<b>Arrive LAX Runway 24R</b>: 10:38 pm<br />
<b>Flight Duration</b>: 55 min<br />
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<tr><td style="text-align: center;"><span style="margin-left: auto; margin-right: auto;"><a href="https://flightaware.com/live/flight/ASA1948/history/20180425/0432Z/KSFO/KLAX" target="_blank"><img border="0" data-original-height="1134" data-original-width="1600" height="226" src="https://4.bp.blogspot.com/-2aRaAm0qUx0/Wue7glW4f7I/AAAAAAAATRI/CXfRe6r5ou0X7QRQ_KYBQazJdkqYJoi7wCKgBGAs/s320/VX1948.png" width="320" /></a></span></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><a href="https://flightaware.com/live/flight/ASA1948/history/20180425/0432Z/KSFO/KLAX" target="_blank">Flightaware Tracking</a></td></tr>
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This was my first flight on board an A320neo, though I could not tell any difference from the current generation Virgin America A320 I flew on a few months prior. I suppose, the sharklet out the window was something different.<br />
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Boarding was completed rather quickly in my section. Both of my seatmates in B and C were just ordinary passengers headed to LA. In fact, Ms. 25B quickly put on her headphones so she could tune out all the commotion.<br />
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<tr><td class="tr-caption" style="text-align: center;">Virgin America’s seat-back entertainment system: <i>Red</i></td></tr>
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Pilots Jason and Dale introduced our flight. The captain welcomed and thanked us for flying on the final farewell flight. Our flight time was expected to be 55 minutes, temperature in LAX was 55 degrees.<br />
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As we pushed back from the gate, a crowd gathered on the ramp to see us off.<br />
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On board, Virgin America’s signature dancing safety video started to roll. The crowd delightfully sang along. We flashed the appropriate safety card (instructions and safety card were given at the swag table) near the end, matching the actors on the video. After a hearty shoutout for “Virgin America” at the conclusion of the video, everyone applauded. A few seconds later, an Alaska Airlines intro video came up which garnered laughter, cheers, and boos from the crowd. Someone called out: “too soon!”<br />
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Engine start was the only indication that I was on a different kind of Airbus. The CFM LEAP-1A started with a tremendous rumble and roar, exactly like what I have experienced previously onboard the 737 MAX (the MAX uses the same engine). The startup sound is not all that different from the famous 777-300ER “mooing” engine start.<br />
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I checked flightradar24 to see if we were indeed the final Virgin America flight to depart SFO. ASA 1182 to Newark was on the roll on Runway 01R, so we were! It’s official!<br />
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Taxi time to Runway 01L was short. There was minimal delay taking the runway. Unlike engine start, takeoff power was impressively quiet. Come to think of it, the 737 MAX takeoff was the same way. (Note Pratt & Whitney PW1000G is also an engine option on the A320neo family).<br />
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Upon climbout, we banked left with SFO below the wing and eventually headed south to LA.<br />
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With a short flight and large aircraft (185 seats), flight attendants immediately went to work. To expedite service, off duty flight attendants helped out with the service.<br />
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Announcement was made that the seat-back ordering system was taken out of service. All drink orders would be by request only. In addition to the free commentative cookie, all adult beverages would be on the house.<br />
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My friend seated behind me wanted champagne, but given today’s celebratory mood, they had already run out. His alternate order for rum and Coke was happily filled.<br />
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In-flight wifi:<br />
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There was laughter all around. At first I thought folks were watching a funny movie but then I realized it was strange that most were laughing at the same time. Either everyone decided to start watching the same comedy at the same time or something else was up. I later found out that there was an epic AvGeek group chat on the seat-back entertainment system (which I was not part of).<br />
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<tr><td class="tr-caption" style="text-align: center;">Obligatory selfie with SRB</td></tr>
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As with all flights between the Bay Area and LA, the cruise phase came and went quickly. We were soon on our descend and the once again, our pilot thanked us for joining the farewell flight. Flight tracker showing 17 minutes to go and the seat belt sign came on. With service finally complete, flight attendants hurriedly came through for express trash pickup. The trash bag probably got heavy as clank of empty glass bottles accumulated down the aisle.<br />
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Condensation formed on the wing as we got approached the airport. With fog hanging near the coast, June gloom started early this year, my SoCal friend mentioned. Fifty five minutes after taking off from SFO, we touched down on Runway 24R at LAX.<br />
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Since much taxi time was required to Terminal 6 on the south complex, the safety dance video played again – the sing-along was hearty and loud for the last time's sake. And this time around, no Alaska advertisement followed at the end.<br />
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An off duty employee yelled out not to take anything off the plane – it will still be in service tomorrow morning!<br />
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After waiting for two departures between the Terminal 5-6 alleyway, we parked at gate 66 at 10:57 pm. Seated in the rear three-quarter of the plane – it took a while for me to deplane. Unlike many of final flights I have been on, sadly, there was no lingering, no line for autographs – everyone just got off just like any other flight.<br />
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Inside Terminal 6, some quickly proceed to the departure gate for the Seattle flight. Most went to the Alaska Lounge for the VXFarewell Fiesta.<br />
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Inside the Lounge, it was surprisingly busy and crowded for 11 pm. It appears most of the passengers on the flight took up the offer for the Fiesta. Alaska lounge staff was very friendly. Attendants kept snacks well stocked and bartenders kept champagne glasses full. For those not in the mood for champagne, they generously offered alternative selections. While everyone mingled, flyertalk organizers went around the room and offered leftover swag for those that wanted them. Later in the evening, red velvet cupcakes showed up. Not as fancy as those at SFO, however, it was kind that Alaska provided them on both ends of the flight.<br />
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<tr><td class="tr-caption" style="text-align: center;">SRB greets guests at the bar at LAX</td></tr>
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As midnight approached, there came three toasts: first – to “all of you” – all the guests that made the evening memorable. Second – to Alaska Airlines for graciously hosting the swag table at SFO and the VXFarewell Fiesta at LAX. Finally – to Virgin America. Brendan @Socalgecko made an eloquent speech on all the unique qualities of Virgin America that he will miss – and to that we cheered!<br />
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At midnight, 11 years after Virgin America made her first flight, the “VX” airline code officially retired.<br />
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If you thought you had missed out on the Virgin America experience, don’t fret! The new Alaska interior will not be fitted on to the Airbuses until this fall. Cabin and exterior paint conversion are expected complete by the end of 2019. Even Alaska’s <a href="https://www.alaskaair.com/content/travel-info/our-aircraft/series" target="_blank">own fleet page</a> still shows Virgin America painted aircraft.<br />
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So - there is still time for you to experience <i>Red</i>,<br />
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to sit in those big white leather first class seats,<br />
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or to splurge for Main Cabin Extra.<br />
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Goodbye <i>Redwood</i> - I will miss the airline I used to call "local", the "hip airline" known for its mood lighting and music on flights, and the airline known for its friendly team members! And I will never forget those quirky avatars!<br />
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<br />Ben Wanghttp://www.blogger.com/profile/15405993300561907143noreply@blogger.com0tag:blogger.com,1999:blog-1333764659139651896.post-41658407265837104842018-03-30T21:55:00.000-07:002018-04-30T17:47:59.100-07:00Riding the Train That Used to be Called “Skeena”<br />
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VIA Rail’s <i>Jasper –
Prince Rupert Train</i> used to be a named train – <i>The Skeena</i> – after the river it runs alongside with for about 170 miles
on its journey. Now simply known by a
boring name, it is nevertheless a specular ride: through the Rockies, along
three different rivers, across dense forests, lumber mills, towns small and
large, right down to individual outposts.
The westward journey ends at the Pacific Ocean at Prince Rupert, an
important port in northwestern British Columbia. More than a scenic ride, the <i>Jasper – Prince Rupert Train</i> is also a
flag stop train that provides a crucial lifeline to those that live in the
remote areas along the way.</div>
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The 1160 km (721 mile) trip takes two days, making an
overnight stop at Prince George, British Columbia, making it a day-time only
train. The train offers simple coach
seating (“Economy Class”) and snack/bar service in the winter. In the summer, on certain days, the train
picks up a Panoramic Car as part of “Touring Class” (reserved seats in a big
window car and meals included).
Throughout the year, the majestic boat tailed dome car known as the <i>Park Car</i> rounds the train.</div>
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<tr><td style="text-align: center;"><a href="https://1.bp.blogspot.com/-s6ehmRvhbnI/Wr8RCLLZgJI/AAAAAAAATKg/c0dnrTRTrU0IA6hhVpZmazWu3OFjgqlZgCKgBGAs/s1600/01-IMG_5644-copy.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="768" data-original-width="1024" height="240" src="https://1.bp.blogspot.com/-s6ehmRvhbnI/Wr8RCLLZgJI/AAAAAAAATKg/c0dnrTRTrU0IA6hhVpZmazWu3OFjgqlZgCKgBGAs/s320/01-IMG_5644-copy.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The <i>Park Car</i></td></tr>
</tbody></table>
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<tr><td class="tr-caption" style="text-align: center;">Coach - or Economy Class</td></tr>
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I rode westbound train #5 that departed from Jasper,
Alberta. I arrived at the picturesque
Rocky Mountain resort town on train #1, the westbound <i>Canadian</i>, from Toronto.
Since neither the <i>Canadian</i> nor
the <i>Jasper – Prince Rupert Train </i>run
daily, the best connection is a 23-hour overnight layover. As it turned out, I needed most of that time.
With <i>Canadian’s</i>
now-expected-as-normal lengthy delays, I arrived at Jasper 18-hours late, early
in the morning the next day. Good
news: I got to enjoy <i>Canadian’s</i> famous Rack of Lamb on the
dinner service that I would have missed; bad news: I stayed just four-hours at the hotel that I
had already paid for in Jasper.</div>
<h4>
<br />Day 1</h4>
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Departure from Jasper on this Wednesday afternoon was
delayed by 20 minutes. The train took a
while being made up only one hour before departure: cutting cars, locomotives,
wying in the Jasper yard. The short
three-car train consisted of a F-40 locomotive (#6429), baggage car (#8613),
coach (#8133), and dome car (#8714, <i>Strathcona
Park</i>). </div>
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On board, Train Manager J-F briefed safety instructions and
service available. As it turned out, J-F
was the only customer-facing staff member on board. J-F played the role of Train Manager/Baggage
Man/Service Attendant/Bartender/Tour Guide for the whopping six
passengers. Five of us came off the <i>Canadian</i> earlier that morning, to which
J-F was sympathetic of our plight.
Besides me, there was only one other tourist on board: a fellow from the
U.K. who joined the <i>Canadian</i> at
Edmonton. It was supposed to be a
seven-hour morning scenic ride to Jasper that turned out to be an overnight
trip in his coach seat. </div>
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Unlike the <i>Canadian</i>,
the <i>Park</i> Car on the <i>Jasper – Prince Rupert Train</i> had not
been refurbished and still sported the green-gray VIA interior from the
1990s. Worn and drab looking, this <i>Park</i> was showing its age. Nevertheless, the windows were crystal clear
and clean (much better than one of the <i>Skyline</i>
domes on my <i>Canadian</i> train), and the
interior was kept spick and span.
Despite having four bedrooms and one drawing room in this car, they are
not sold on this train. Only the drawing
room is occupied: by the Train Manager himself!
Indeed, according to J-F, the <i>Jasper
– Prince Rupert Train</i> is the most senior route at the Vancouver base. There are no dishes to wash, no beds to make,
and the trips are short and easy.
Despite the easy trip and small crowd, J-F’s service was top notch. It was comparable or better than those found
on board the <i>Canadian</i>, VIA Rail’s
premier train. J-F provided scenic
commentary for all three passengers that chose to spend their time in the dome
and even asked the engineers to slow down at scenic points of interest. In between sights, J-F cheerfully fulfilled
drink and snack orders at the bar. It
literally felt like a private train with the conductor AND bar attendant at
your disposal!</div>
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Upon departure from Jasper, our train made a smoky assault
through the Rockies – peaking at the Continental Divide at Yellowhead Pass
(elevation 1133 m / 3717 ft). There, we
crossed the border between Alberta and British Columbia and set our watches
back one hour to Pacific Time Zone. </div>
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After running past a mostly obscured Mt Robson (highest peak
in the Canadian Rockies), at Moose Lake, we met the Fraser River which we
followed all the way to Prince George.</div>
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<tr><td class="tr-caption" style="text-align: center;">Mt Robson - somewhere behind the fog</td></tr>
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<tr><td class="tr-caption" style="text-align: center;">Moose Lake</td></tr>
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<tr><td class="tr-caption" style="text-align: center;">Fraser River</td></tr>
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<span style="text-align: center;">The
knockout punch of the Rockies quickly settled to gentle mountains as we
paralleled the Cariboo Mountains while we meanderer through valleys carved by
the Fraser.</span></div>
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We slowly approached McBride, passing the elegant Grand
Trunk Pacific station built in 1919. </div>
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Flag stop signal absent, we rolled on.
I later learned the flag for this particular stop is the station garbage
can positioned at a specific spot. Along
the route, each flag stop passenger creates their own unique signal (or “flag”)
for the train. The only requirement is the
flag has to be on a pre-determined straight track distance where the engineers would
have enough time to see the flag and stop the train. All of the flaggers are regulars on the
train, so engineers are familiar with every seemingly-out-of-nowhere stop in
the wilderness. On board, if the passenger
was riding the train to their flag stop, they know precisely the milepost for
their stop – right down to two digits past the decimal point. Impressive!</div>
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We made good running times on this first leg of the journey,
passing three CN trains – two double-stacks and a mixed freight – and one CP
loaded coal train. </div>
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When dinner time
arrived, I had a choice between two different kinds of refrigerated sandwiches
from the snack bar.<span style="mso-spacerun: yes;"> </span>Hot selections in
the menu (I wanted pizza) were not available.<span style="mso-spacerun: yes;">
</span>My roast beef and cheese was petrified, but served its purpose as
sustenance.<span style="mso-spacerun: yes;"> </span>No new catering would be boarded
at Prince George, so J-F gave me some suggestions of where to pick up food in
town for the next day’s journey.<span style="mso-spacerun: yes;"> </span></div>
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We were on track for 7:30 pm arrival to Prince George, a reasonable
22 minutes delay. For those of us
staying overnight, J-F ensured we knew where we were going and paired up those that happened to book the same hotel (share a
taxi or walk together).</div>
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As soon as we repacked our bags and put our coats on (with
map in hand), we came to a halt just outside of town.<span style="mso-spacerun: yes;"> </span>Bad news.<span style="mso-spacerun: yes;">
</span>The yardmaster wanted to hold our train so two eastbound freight trains
can depart the yard.<span style="mso-spacerun: yes;"> </span>One hour quickly
turned into 90 minutes.<span style="mso-spacerun: yes;"> </span>J-F graciously
brought us hot chocolate while we waited.<span style="mso-spacerun: yes;">
</span>When we finally rolled into Prince George, our nonstop train with only
six passengers on board arrived over two hours late at 9:20 pm.<span style="mso-spacerun: yes;"> </span></div>
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<h4>
<span style="mso-spacerun: yes;">Day 2</span></h4>
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After a night at the Travelodge with a conveniently located
Tim Horton’s on the next block (I would be having Timmy’s for breakfast, lunch,
and dinner this day), I walked six big city blocks back to the station. </div>
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Prince George station is modern but architecturally boring. VIA Rail shares the building with the local
tourism board and other office tenants. </div>
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The journey on day two began with 12-passengers; three of us
continued from the previous day. Train
Manager J-F came into the station, walked to the boarding door and gave a big
wave: “westbound train, everyone let’s go”.
And off we went! Once again, it
was a very family-like, community atmosphere. </div>
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At 7:56 am, train number 5 pulled out of Prince George, four minutes
early. We paused next to our eastbound
twin parked short of the station for the engineer to retrieve something from
the locomotive. </div>
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Hot tea with the morning paper. With just one other passenger in the dome - this is the life!</div>
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At Prince George, the Fraser River continues its flow south
to the Pacific Ocean at Vancouver. Our
train now joined the Nechako River. </div>
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<br />
The morning took us through the forestry industry with numerous lumber yards (majority on the left side heading westbound)...<br />
<br />
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<br />
<br />
...and towns that grew around them (like Vanderhoof).<br />
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Appropriately, we passed
two eastbound trains carrying woodchips – supposedly a new source for
fuel. </div>
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We also made our only flag stop of
the trip – a drop off. The hearty
wilderness fellow assured us minimum disruption by disembarking directly from
the baggage car and unloading his own cargo.</div>
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<o:p></o:p></div>
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Our train drift past Fraser and Burns Lakes, popular spots
for boating and water recreation.<span style="mso-spacerun: yes;">
</span>However, now in winter, iced and snowed over, there was no distinction between
land and water.<span style="mso-spacerun: yes;"> </span>Remnants like a pier and
beach playground provided clues that these desolate scenes offer wet fun in the
warmer months.</div>
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Alas, it started snowing.
Despite sleet quickly dotting the windows, it was mesmerizing watching
icy rain drops and snow flurries crashing against the dome. </div>
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More lakes, more sawmills.</div>
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This ain’t no Texas!</div>
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Overtaking a westbound CP coal train.</div>
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Approaching Smithers, we overtook this parked train with a
sad looking BC Rail Dash 8-40CM on the second unit.</div>
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We pulled into Smithers for a fresh air stop and an
operating crew change. Despite running
45 minutes late, J-F still gave everyone ample time for get some cold outside
air and a smoke break. A good number of
passengers also departed train here. Arriving
in the middle of the afternoon, <i>Trackside
Cantina</i> inside the 1919-vintage depot had just closed after lunch. The smell inside the depot made me crave for
chips and salsa. </div>
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Smithers is surrounded by four mountain ranges. Wispy clouds hung along mountain peaks as the
sky continued to clear. </div>
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After passing
community of New Hazelton, we joined the Skeena River, the (former) namesake
for our train. </div>
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Crossing the Skeena on a historic 1912 bridge. </div>
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With the setting sun, we ran alongside the Skeena and the
Hazelton Mountains, passing a row of distinctive sawtooth peaks known as the
Seven Sisters. </div>
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Our daylight run alongside the Skeena River would be
shortlived. We held for more than one
hour at <i>Pacific</i> siding, about 30
miles outside of Terrace for an eastbound train. There, the sun sat bringing sightseeing to an
end.</div>
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We pulled into Terrance two hours late. Here, we picked up five or six passengers and
paused for another fresh air / smoke break stop. The depot, built in 1914, is actually the
former home of the town founder, George Little.</div>
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Upon departing Terrance, J-F briefed passengers that he
estimates arriving in Prince Rupert at 10 pm (two hours late), but was
confident that it would be sometime today. </div>
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At Port Edward, seven rail miles from our final destination,
we made a (seemingly inexplicable) stop at a grade crossing. “Ladies and gentlemen, our trip ends here
tonight,” announced our Train Manager. I
was puzzled yet amused at the same time.
There was a freight train blocking the entrance to the Port and its crew
was not expected until midnight. Sadly, this
was a comical yet common theme throughout my Canadian rail journey. </div>
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J-F called in taxis from Prince Rupert that would take us to
our final destination in town.<span style="mso-spacerun: yes;"> </span>Well, at
least I didn’t have to get myself to my hotel: VIA Rail picked up the entire
tab.</div>
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<tr><td class="tr-caption" style="text-align: center;">Final stop for the passengers on this night! The train needed to continue to the station proper for the trip east the next morning.</td></tr>
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<tr><td class="tr-caption" style="text-align: center;">Seven miles from my intended destination, my rail journey across Canada ended unceremoniously at a grade crossing, completing the trip in a taxi.</td></tr>
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If I was taking this train again, I would take it eastbound departing
from Prince Rupert. Departing at 8 am,
the beautiful scenery alongside the Skeena between Prince Rupert and Terrance
would be guaranteed in daylight. Sure, in
the winter, the run through the Rockies and the arrival in Jasper would most
likely be in darkness. However, since
part of the route is on the same trackage as the <i>Canadian</i>, anything missed I would have seen previously. </div>
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My experience onboard the <i>Jasper – Prince Rupert Train </i>was absolutely fantastic! Train Manager J-F really made it special,
exceeding all of my expectations. Where
else could one have a private train experience at an economy class price?</div>
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Prince Rupert’s original CN station (built in 1921-22) is located
at the waterfront at town center. This
sad-looking boarded up brick building is a designated Canadian Historical
Place. In the background is Kwinitsa Depot,
a Grand Trunk Pacific “Type E” station built in 1911. It was moved here in 1985. Supposedly a museum, it appeared to be
abandoned. VIA Rail’s current Prince
Rupert station is two miles away, at the edge of town, co-located with the
ferry terminal. </div>
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<!--EndFragment--><br />Ben Wanghttp://www.blogger.com/profile/15405993300561907143noreply@blogger.com0tag:blogger.com,1999:blog-1333764659139651896.post-14556302147713419852017-11-27T18:10:00.002-08:002020-11-08T17:13:22.115-08:00Goodbye Southwest 737-300, Hello MAX!In the last weekend of September 2017, Southwest Airlines retired its “classic” 737, the 300 series, and introduced the latest generation 737, the MAX.<br />
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Thirty classics flew off to the California desert that Friday and Saturday. I lucked out and flew on <i>two</i> final revenue flights: aircraft N645SW operating as flight WN 51 from Dallas Love Field (DAL) to Houston Hobby (HOU) and aircraft N632SW, returning to DAL as Southwest’s final 737-300 passenger flight as flight WN 68.<br />
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Although flight WN 51 was not Southwest's final -300 flight, the crew still made it special for aircraft 645. Boarding at DAL, upon seeing signatures on the fuselage, I was surprised to learn that we would be the final passengers on this aircraft. I got an even better surprise. One of the flight attendants was my good friend, Kanoko! Passengers and crew held our own intimate farewell party during and after the flight. I was glad to have taken part in this unscheduled celebration.<br />
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<tr><td class="tr-caption" style="text-align: center;">Crew of WN 51</td></tr>
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The festivity continued on to the official final flight on WN 68. We had cookies and drinks at the gate, photo opportunities with the crew, signed the aircraft, and gave a toast to the 737-300 onboard.<br />
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<tr><td class="tr-caption" style="text-align: center;">Crew of WN 68</td></tr>
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<tr><td class="tr-caption" style="text-align: center;">Thanks, Deven!</td></tr>
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Everyone also received a final flight certificate. After touchdown and taxi in to the gate, we received a traditional water cannon salute by the Aircraft Rescue and Fire Fighting department.<br />
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My 737-300 celebration concluded the next day with a visit to the <a href="https://www.flightmuseum.com/" target="_blank">Frontiers of Flight Museum</a> at Love Field. Southwest’s first 737-300, N300SW <i>Spirit of Kitty Hawk</i> is on display there in an excellent Southwest gallery.<br />
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Southwest is the launch customer for the 737 MAX and first to operate the re-engined 737 in the United States. Thus it was appropriate for the airline to pull out all the stops on the inaugural flight.<br />
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Aircraft N8707P was to recreate Southwest’s original “Texas Triangle” linking DAL, HOU, and San Antonio (SAT) as flights WN 1, 2, and 3.<br />
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While the green screen photo and Southwest trinket giveaway were typical of an inaugural celebration, I was surprised there were no 737 MAX specific memorabilia. As it turned out, they did not get to our gate in time. Southwest generously FedEx’d a 737 MAX care package to all the passengers later in the week. That’s going the extra mile...thanks, SWA!<br />
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On board, Southwest CEO Gary Kelly greeted passengers and signed autographs. He also drew seat numbers and gave away Rapid Reward points and an Apple Watch.<br />
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<tr><td style="text-align: center;"><a href="https://2.bp.blogspot.com/-U7RhWV_iU8Q/WhtzCHyX5lI/AAAAAAAASpA/Gfqsv4iKy30mCgrCWxD0DenvJvzyTuokwCKgBGAs/s1600/IMG_4852-copy.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1024" data-original-width="768" height="400" src="https://2.bp.blogspot.com/-U7RhWV_iU8Q/WhtzCHyX5lI/AAAAAAAASpA/Gfqsv4iKy30mCgrCWxD0DenvJvzyTuokwCKgBGAs/s400/IMG_4852-copy.jpg" width="300" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">With Southwest CEO Gary Kelly</td></tr>
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<a href="https://3.bp.blogspot.com/-lYuK6zSbSOo/WhtzPJjSn6I/AAAAAAAASpI/8KcifJJSITMCJpgH0IumCm8CnyRGm5WHACKgBGAs/s1600/5D3_4614-copy.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="683" data-original-width="1024" height="266" src="https://3.bp.blogspot.com/-lYuK6zSbSOo/WhtzPJjSn6I/AAAAAAAASpI/8KcifJJSITMCJpgH0IumCm8CnyRGm5WHACKgBGAs/s400/5D3_4614-copy.jpg" width="400" /></a></div>
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Upon departure for SAT on flight WN 2, we received a spoiler indicator light. After making three departure attempts, our MAX was taken out of service after a frustrating three hours. A 737-800 took over flights WN 2 and 3. Majority of the inaugural revelers opted not to complete the Texas Triangle and chose to return home or back to DAL on the next available flight.<br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://1.bp.blogspot.com/-HuR_dT7a7oA/WhuVW6FDyQI/AAAAAAAASp4/L9dLjZUxdB0uFzW5iHT3nIKt8otOmHO1gCKgBGAs/s1600/5D3_4712-copy.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1024" data-original-width="683" height="400" src="https://1.bp.blogspot.com/-HuR_dT7a7oA/WhuVW6FDyQI/AAAAAAAASp4/L9dLjZUxdB0uFzW5iHT3nIKt8otOmHO1gCKgBGAs/s400/5D3_4712-copy.jpg" width="266" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Pushback of Shame</td></tr>
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While this was an embarrassment for Southwest and Boeing, the airline made good by refunding my ticket AND provided a $250 credit for each flight segment. Southwest didn’t have to do this – BIG kudos!<br />
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<a href="https://4.bp.blogspot.com/-bSkECyuUuws/WhtytmMnHiI/AAAAAAAASo4/HxeFgIuq7yIYFceyoOr5ipdjl-fZZTZDQCKgBGAs/s1600/IMG_9178-copy.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="768" data-original-width="1024" height="300" src="https://4.bp.blogspot.com/-bSkECyuUuws/WhtytmMnHiI/AAAAAAAASo4/HxeFgIuq7yIYFceyoOr5ipdjl-fZZTZDQCKgBGAs/s400/IMG_9178-copy.jpg" width="400" /></a></div>
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<b>See my <a href="https://youtu.be/QmXTZEE0DlA" target="_blank">video trip report</a> on YouTube:</b></div>
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<a href="https://youtu.be/QmXTZEE0DlA" target="_blank"><img border="0" data-original-height="479" data-original-width="851" height="225" src="https://2.bp.blogspot.com/-Iq2JMHWR73E/WhzBeC5H8EI/AAAAAAAASrg/J_JqrDGjOHgP57OvXIZXlgzFvMvowqcbQCKgBGAs/s400/youtube%2Bscreenshot.png" width="400" /></a></div>
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Ben Wanghttp://www.blogger.com/profile/15405993300561907143noreply@blogger.com1tag:blogger.com,1999:blog-1333764659139651896.post-41897347924946552142017-11-17T14:21:00.000-08:002017-11-18T17:22:16.457-08:00United 747 Farewell<h4>
<span style="font-size: large;">Saying Goodbye to the Queen of the Skies</span></h4>
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<a href="https://1.bp.blogspot.com/-O0dHDp4CzgI/Wg6G4VkS-wI/AAAAAAAAShU/ABm35nCYjPsz_EXNitzQxJk6G1dZOEiZQCKgBGAs/s1600/IMG_5252-copy.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1000" data-original-width="750" height="400" src="https://1.bp.blogspot.com/-O0dHDp4CzgI/Wg6G4VkS-wI/AAAAAAAAShU/ABm35nCYjPsz_EXNitzQxJk6G1dZOEiZQCKgBGAs/s400/IMG_5252-copy.jpg" width="300" /></a></div>
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On November 7, 2017, United Airlines flew its last passenger 747 flight after 47 years of service. As an aviation enthusiast in San Francisco (SFO), it was a sad day. The iconic Jumbo had been a staple at SFO ever since I started plane spotting there.<br />
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I saw her evolve from the ugly gray <i>Battleship</i> scheme:<br />
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<a href="https://4.bp.blogspot.com/-XKRwM6vkvPM/Wg6EjkXzaNI/AAAAAAAASfM/r9KNvS8dCCMcl1WIQ4YmHaUbcLbrzJDmQCKgBGAs/s1600/UA-744-107UA-1200edited.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="806" data-original-width="1200" height="267" src="https://4.bp.blogspot.com/-XKRwM6vkvPM/Wg6EjkXzaNI/AAAAAAAASfM/r9KNvS8dCCMcl1WIQ4YmHaUbcLbrzJDmQCKgBGAs/s400/UA-744-107UA-1200edited.jpg" width="400" /></a></div>
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To my favorite, <i>Rising Blue</i> scheme:<br />
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<a href="https://1.bp.blogspot.com/-w6A49dhC12M/Wg6G9ESsN8I/AAAAAAAAShY/Ti_Roj_6Jswav6GS2eF2X9AhUJ6vUn3kACKgBGAs/s1600/UA-744-107UA-7376-BIG-1200edited.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="809" data-original-width="1200" height="268" src="https://1.bp.blogspot.com/-w6A49dhC12M/Wg6G9ESsN8I/AAAAAAAAShY/Ti_Roj_6Jswav6GS2eF2X9AhUJ6vUn3kACKgBGAs/s400/UA-744-107UA-7376-BIG-1200edited.jpg" width="400" /></a></div>
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Finally ending her service on the uninspiring UniCon <i>Globe</i> scheme:<br />
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<a href="https://2.bp.blogspot.com/-QgAlz0Kr4d0/Wg6EqKIrZGI/AAAAAAAASfY/X1zhOZbuw54lRlx848xIi0fii8LnpkJOwCKgBGAs/s1600/UA-744-107UA-8480-1200edited.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="786" data-original-width="1200" height="261" src="https://2.bp.blogspot.com/-QgAlz0Kr4d0/Wg6EqKIrZGI/AAAAAAAASfY/X1zhOZbuw54lRlx848xIi0fii8LnpkJOwCKgBGAs/s400/UA-744-107UA-8480-1200edited.jpg" width="400" /></a></div>
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Every morning, the entire fleet it seemed, would arrive from Asia. By midday, they'd make their turn and return to the Far East. A few stragglers would remain in the afternoon to Europe. Those on maintenance or spares lined up at the Super Bay. Every spotting session at SFO would be the same: United 747s everywhere.<br />
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By 2017, despite the fact the Queen was near retirement, you'd never know it at SFO. In her last summer of service, scenes like this were still typical:<br />
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<a href="https://2.bp.blogspot.com/-98QtKDI-Nco/Wg6FHGUVwCI/AAAAAAAASgI/aowenSiYoycbSk9ODB5jrZQWTty9d6oKwCKgBGAs/s1600/5D3_8479-1200edited.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="818" data-original-width="1200" height="272" src="https://2.bp.blogspot.com/-98QtKDI-Nco/Wg6FHGUVwCI/AAAAAAAASgI/aowenSiYoycbSk9ODB5jrZQWTty9d6oKwCKgBGAs/s400/5D3_8479-1200edited.jpg" width="400" /></a></div>
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But I knew the end was near. I wanted to say goodbye. Fortunately, United went all out and made it special for everyone - from employees to enthusiasts alike. It was great to have an airline in your hometown to acknowledge its heritage and embrace the fanbase.<br />
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<h3>
747 Friend Ship</h3>
<a href="https://airwaysmag.com/airchive/united-commemorates-747s-retirement-with-retro-1970s-titles/" target="_blank">United Commemorates the 747’s Retirement with Retro 1970s Titles</a><br />
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<a href="https://3.bp.blogspot.com/-ANtGEs7ZOE4/Wg7pJ5ve7qI/AAAAAAAASjc/TSdF1805nMQ2m8rX9gU6jbMtTkrcqYaMwCKgBGAs/s1600/5D3_4889-copy.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1000" data-original-width="685" height="400" src="https://3.bp.blogspot.com/-ANtGEs7ZOE4/Wg7pJ5ve7qI/AAAAAAAASjc/TSdF1805nMQ2m8rX9gU6jbMtTkrcqYaMwCKgBGAs/s400/5D3_4889-copy.jpg" width="273" /></a></div>
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<a href="https://3.bp.blogspot.com/-BQykKSa-SFY/Wg7pJ4cdjTI/AAAAAAAASjc/3EgqzRdMFSAq-vqwWPa6JVnrM8phDYr-ACKgBGAs/s1600/5D3_4876-1200edited.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="800" data-original-width="1200" height="266" src="https://3.bp.blogspot.com/-BQykKSa-SFY/Wg7pJ4cdjTI/AAAAAAAASjc/3EgqzRdMFSAq-vqwWPa6JVnrM8phDYr-ACKgBGAs/s400/5D3_4876-1200edited.jpg" width="400" /></a></div>
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The Queen flew in the Fleet Week Airshow in early October and on that same weekend, kicked off her month-long retirement celebration at United Family Day.<br />
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<a href="https://1.bp.blogspot.com/-F-Ag_hodtDE/Wg7pXWwzUUI/AAAAAAAASjk/q_kYWcDMTMwu5maNsOSjh7wzB2Pn04b-QCKgBGAs/s1600/5D3_4912-1200edited.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="842" data-original-width="1200" height="280" src="https://1.bp.blogspot.com/-F-Ag_hodtDE/Wg7pXWwzUUI/AAAAAAAASjk/q_kYWcDMTMwu5maNsOSjh7wzB2Pn04b-QCKgBGAs/s400/5D3_4912-1200edited.jpg" width="400" /></a></div>
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Sure, 1970s retro "747 Friend Ship" titles was an inelegant patch job, but it was the thought that counts!<br />
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<a href="https://2.bp.blogspot.com/-UquRrPUHhEg/Wg7pbueeVQI/AAAAAAAASjo/dw6y-c7c9g8iiZCaLBvmykiSLfwe7uC7QCKgBGAs/s1600/Ben%2BFriendship-1200edited.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="800" data-original-width="1200" height="266" src="https://2.bp.blogspot.com/-UquRrPUHhEg/Wg7pbueeVQI/AAAAAAAASjo/dw6y-c7c9g8iiZCaLBvmykiSLfwe7uC7QCKgBGAs/s400/Ben%2BFriendship-1200edited.jpg" width="400" /></a></div>
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<h3>
#UA747Farewell</h3>
<a href="https://airwaysmag.com/special-flights/farewell-friend-ship-747-final-curtain-call-for-uniteds-747-400/" target="_blank">Farewell Friend Ship 747: Final Curtain Call For United’s 747-400</a><br />
(I co-authored this article)<br />
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<a href="https://2.bp.blogspot.com/-rmnO8_4utuA/Wg6Gz9yrA8I/AAAAAAAAShQ/tVferw2EPDsBhTUJR0kWNbSr-YUDck0CACKgBGAs/s1600/IMG_9679-copy.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1000" data-original-width="774" height="400" src="https://2.bp.blogspot.com/-rmnO8_4utuA/Wg6Gz9yrA8I/AAAAAAAAShQ/tVferw2EPDsBhTUJR0kWNbSr-YUDck0CACKgBGAs/s400/IMG_9679-copy.jpg" width="308" /></a></div>
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Let's start with the end. I flew on United's final 747 passenger flight on November 7th. Flight UA 747 was a <i>retro</i> flight - a throwback to 1970 - when United first flew the 747 from SFO to Honolulu (HNL). Between flight attendants dressed up in 1970s uniforms to the low fly-by over the Golden Gate Bridge, it was one of the most memorable flights in my life!<br />
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<a href="https://2.bp.blogspot.com/-CpfKjHCZ4AI/Wg6HlIYeLsI/AAAAAAAASho/9r5s8cS9saAypqzss8QZ9Xbr5N_tmNOEQCKgBGAs/s1600/IMG_5383-1200edited.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="908" data-original-width="1200" height="302" src="https://2.bp.blogspot.com/-CpfKjHCZ4AI/Wg6HlIYeLsI/AAAAAAAASho/9r5s8cS9saAypqzss8QZ9Xbr5N_tmNOEQCKgBGAs/s400/IMG_5383-1200edited.jpg" width="400" /></a></div>
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<a href="https://youtu.be/LUyYaUqY8Qw" target="_blank">Video Trip Report</a> (View on Youtube)<br />
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<a href="https://youtu.be/LUyYaUqY8Qw" target="_blank"><img border="0" data-original-height="900" data-original-width="1600" height="225" src="https://1.bp.blogspot.com/-Oee1B1wZrqM/Wg9ZBI2qeII/AAAAAAAASkc/KJVpekZAKK820SEzbrbdpmgjJ9awKbG-gCKgBGAs/s400/Golden%2BGate%2BFrame%2BGrab-1920edited.jpg" width="400" /></a></div>
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<a href="https://www.flightradar24.com/blog/avtalk-episode-18-a-united-747-farewell/" target="_blank">Flightradar24's podcast</a> about this flight. Fast forward to 12:26 and listen for the shoutout by my co-author. :)<br />
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<h3>
747s Around the World</h3>
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<img border="0" data-original-height="768" data-original-width="1024" height="480" src="https://2.bp.blogspot.com/-ICGSEPMXcvA/Wg9YlmFxAcI/AAAAAAAASkU/lt3ZQIQ-H3owP9G7aSiOrBjXzUQIzbu5wCKgBGAs/s640/747%2BRTW%2BMap%2B1024.jpg" width="640" /></div>
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<span style="font-family: inherit;"><b>Total flying time: </b>29 hours 35 minutes</span></div>
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<span style="font-family: inherit;"><b>Total distance: </b> 14,495 NMiles (26,844 km)<o:p></o:p></span></div>
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<span style="font-family: inherit;"><span style="font-family: inherit;"><b>Average aircraft age:</b> 19.2 years</span> </span></div>
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One week before United retired the 747 from regular service, I made a trip around the world, flying only on the 747, of course! It was a simple three-flight itinerary: SFO to Frankfurt (FRA) on United, FRA to Seoul (ICN) on Lufthansa, and ICN back to SFO on United. That last flight back home was United's last international 747 flight. It was also United's last 747 landing at SFO with passengers on board.<br />
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<a href="https://airwaysmag.com/special-flights/around-the-world-on-uniteds-last-747-flights-part-one/" target="_blank">Segment 1 Trip Report</a>: SFO-FRA<br />
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<a href="https://3.bp.blogspot.com/-SgpOYAmQwQI/Wg6H64DKa9I/AAAAAAAAShw/MgDMPa1EhfEkfnaLRXGqyr6WJ_ITccJYACKgBGAs/s1600/5D3_5350-1200edited.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="813" data-original-width="1200" height="270" src="https://3.bp.blogspot.com/-SgpOYAmQwQI/Wg6H64DKa9I/AAAAAAAAShw/MgDMPa1EhfEkfnaLRXGqyr6WJ_ITccJYACKgBGAs/s400/5D3_5350-1200edited.jpg" width="400" /></a></div>
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<a href="https://airwaysmag.com/special-flights/around-the-world-on-uniteds-last-747-flights-part-two/" target="_blank">Segment 2 Trip Report</a>: FRA-ICN<br />
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<a href="https://4.bp.blogspot.com/-3UHU8ArGo0E/Wg6IC7z-WxI/AAAAAAAASh0/kOhIOSIUrt4UyPKxvlxMOMAeH7HkrYBgACKgBGAs/s1600/IMG_5036-1200edited.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="900" data-original-width="1200" height="300" src="https://4.bp.blogspot.com/-3UHU8ArGo0E/Wg6IC7z-WxI/AAAAAAAASh0/kOhIOSIUrt4UyPKxvlxMOMAeH7HkrYBgACKgBGAs/s400/IMG_5036-1200edited.jpg" width="400" /></a></div>
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<a href="https://airwaysmag.com/special-flights/around-world-uniteds-last-747-flights-part-three/" target="_blank">Segment 3 Trip Report</a>: ICN-SFO<br />
United's last international 747 flight.<br />
United's last 747 landing at SFO with passengers.<br />
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It is an end of an era. After almost 50 years, there is no longer any United 747s at its Pacific Hub in San Francisco. However, whenever I look across to the Super Bay, I will always think of this scene:<br />
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<tr><td class="tr-caption" style="text-align: center;">747s Everywhere!</td></tr>
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<i><b><span style="font-size: large;">Farewell, my Queen!</span></b></i></div>
<br />Ben Wanghttp://www.blogger.com/profile/15405993300561907143noreply@blogger.com2tag:blogger.com,1999:blog-1333764659139651896.post-18464753664475529142017-09-24T10:49:00.000-07:002017-09-24T10:49:10.646-07:00France is in the Air – AF Business (Part 2) <h3>
<span style="font-size: small;">Paris (CDG) to Los Angeles (LAX) on the A380</span></h3>
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<a name='more'></a><b>See Part 1 here</b>: <a href="http://benairblog.blogspot.com/2017/03/france-is-in-air-af-business-part-1.html" target="_blank">SFO to CDG on the B77W</a></div>
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Two days before departure, I received an email from Air France regarding an “exceptional offer” for an upgrade. Since I was flying Business Class, I knew it was a La Première (First Class) upgrade. It piqued my interest. After seeing some rave reviews, I may accept the offer if the price was right. I had to click through a few screens before I finally got to the price. $2562.45 to upgrade to La Première. I considered it for maybe ten seconds before giving it a pass.</div>
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I started my trip home from Toulouse (TLS - home of Airbus) in Southern France. I had a two-PNR, three-ticket number itinerary. I was concerned that there would be complications and would not be able to check my bag all the way through. My worries were quickly abated when the ticket agent was able to immediately pull up my entire trip. “Flying to San Jose?” she asked. “Yes!” I was relieved. I was very surprised to see one boarding pass with one bar code for all three flights. We are talking about a French domestic flight connecting to an international flight to a Delta U.S. domestic flight. I was very impressed with SkyTeam’s ticketing connectivity.</div>
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Here was the morning snack on board my domestic flight from TLS to CDG in Economy. There was a decent quality slice of pre-packaged citrus cake, but sadly, the coffee was instant. How un-European! Even on Southwest Airlines’ short haul intra-California flights I can still expect hot brewed coffee. </div>
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My flight from TLS arrived at CDG’s Terminal 2F 55 minutes prior to boarding time of my next flight to Los Angeles. There were two long queues at passport control. Unfortunately, the queue for SkyPriority and short connections was one in the same. I patiently waited for my turn at one of two windows working the “short” line. </div>
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After 30 minutes, I made it through. I thought I would be home-free. I can now take the quick Terminal 2E train connecting the K-L-M Gates that I was introduced to a few days earlier. Wrong! Needing to go to the M Gates, I was funneled through to a ground level hold area and there I waited (seemingly forever) for the blue shuttle bus. After the bus finally showed up, the trek was slow behind baggage trucks and stop signs at busy intersections. The reason for the bus ride was not obvious until I arrived at the M concourse. The bus dropped me off behind security so I would not have to re-clear security again. Train passengers, on the other hand, had to pass through security check.</div>
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By the time I arrived at the Air France Lounge, I only had 10 minutes before boarding time. I had just enough time to grab some fruit, a pastry, and water. I didn’t even check out what scrupulous hot food I was missing. It seemed I was not the only person having an express breakfast; others were in a rush as well.</div>
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Gate M46 was only two gates away from the lounge. There, things were moving slowly. Good! It gave me some time to savor the view of my super behemoth out the window. Even after these many years in service, the A380 still commanded attention. Many photos and selfies were taken, even from passengers not flying on the flight.</div>
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<b>Flight</b>: AF66</div>
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<b>Origin – Destination</b>: Paris-Charles de Gaulle (CDG) – Los Angeles (LAX) </div>
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<b>Aircraft</b>: Airbus 380-861</div>
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<b>Registration</b>: F-HPJH</div>
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<b>msn</b>: 99</div>
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<b>Delivered (age)</b>: May 2012 (5.3 years)</div>
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<b>Scheduled Departure – Arrival:</b> 10:25 am – 1:05 pm</div>
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<b>Actual Departure – Arrival</b>: 10:34 am – 12:51 pm</div>
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<b>Takeoff CDG Runway 09R</b>: 11:01 am </div>
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<b>Landing LAX Runway 24R</b>: 12:42 pm</div>
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<b>Flight Duration</b>: 10 hours 39 minutes</div>
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Boarding was accomplished from opposite ends of the gate: Economy from one side and SkyPriority from the other. Stanchions regulated the queue flow. This boarding arrangement was a lot more orderly than the massive single mob funneling into one door mess that I have experienced on all of my previous A380 flights. </div>
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Boarding directly to the upper deck from the loading bridge didn’t give me that special feeling of flying on a double decker. If one didn’t know any better, one would never know there was a separate cabin down below.</div>
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Once again, I chose the last row in Business Class, seat 73L. What a high number for a Business Class seat! Flight attendant on station right behind me immediately offered to take my jacket upon arrival, quite a contrast from my inbound flight. Like my inbound flight, the cabin temperature was on the warmer side, the way I like it.</div>
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Seat design was the same as my flight from SFO on the 777-300ER, so no surprises there. So far, none of the Air France A380s have been converted to the new seats. The advantage of being on the upper deck is the handy extra storage bins below the windows. The top of which was freely used as a side table. </div>
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Photo ops from the upper deck is never good on the A380. The windows are at an angle and there is a huge air gap between the inner and outer panels.</div>
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It took a while before I received my pre-departure drink, choice of Champagne or orange juice. As with my flight out, the seat next to me remained empty until the last minute – when a few folks (most likely cleared upgrades) showed up filling all remaining empty seats. At 80-seats, the A380 has a large Business Class cabin. It’s probably easy to upgrade on this plane. </div>
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The captain strolled around the cabin and said quick hellos to everyone. That was a nice gesture. Later, he announced the flight time was expected to be 10 hours 25 minutes. The weather in Los Angeles was fair with temperature of 75°F.</div>
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Flight attendants passed out amenity kits – choice of two different colors: orange or blue – along with a glossy duty free advertisement. At first, I thought it was the menu, but it was just an ad. I have never seen ads being handed out on a flight before. </div>
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The amenity kit was a different design from what I received on my inbound flight. Dual pockets and stylish design were high marks for future reuse. Contents, though, were the same as before. </div>
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The in-flight entertainment system on this A380 was slightly different than the one found on the 777-300ER. Specifically, for those of us who like to watch the map, I cannot listen to music at the same time. The most significant difference was the inability to create a playlist. That option was tremendously useful as I browsed through the large number video choices on the 777. But, that disparity was forgiven for the multiple aircraft camera angles found on the A380, with the tail camera being my favorite.</div>
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Downward camera looking at our tug</div>
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Boarding bridge being pulled back – almost ready for departure</div>
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We taxied all over CDG from the southeast to Runway 09 at the northwest corner. It took us 30 minutes to reach the runway. There was also congestion due to larger number of departures during this morning bank. </div>
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As expected, cabin noise was very low, even after all engines have started (occurred during taxi). I think the A380 is still the king of quiet cabins. In <a href="https://youtu.be/G5OoTr4VV9s" target="_blank">my video of the takeoff roll</a>, noise from the rattling plastic panels was more noticeable than the takeoff thrust.</div>
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Menu was distributed shortly after takeoff (yay!). The description of the two chef’s hot dishes was very elaborate; I had a difficult time choosing between the hen and the trout.<br />
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Above the overcast shortly after departure.</div>
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Amuse-bouche – Scallops in the mini bowl gets high marks. The scallops were very tender, prepared like a ceviche. </div>
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One hour into the flight, lunch service formally began with carts serving from back to front. My Diet Coke was cheerfully refilled, however, the drink cart was without ice, which was rather strange. The bread (there were two choices, wheat or white) was cold; the salmon appetizer and salad tasted pretty typical. </div>
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Main course was served while over Ireland at 36,000 feet. I chose the hen. I said “hen” a couple of times to the flight attendant (because it was written that way in the menu) but she didn’t understand. Before resorting to pointing on the menu (we were both going that way), I gave up and said “chicken”. I passed on the cheese plate.</div>
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Despite the fancy menu description, the dish looked and tasted like a frozen dinner. I was disappointed. The vegetable was soggy and the chicken (er, the hen) was greasy. The sauce tasted unique and it was the only standout on this dish.</div>
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For dessert, I went with the pastry trio again. Let’s just face it. Between the sorbet, fruit plate, or mini pastries, which is the most French and the most decadent? The mini chocolate square was a nice touch with the coffee. </div>
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Lunch service was completed 2.5 hours into the flight. The wait between courses felt long. It was just a drawback of flying in a large Business Class cabin. </div>
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Since this was a completely daytime flight – both out the window and on the clock (Europe time, that is), I didn’t attempt to sleep. I instead worked on my laptop and snacked on goodies from the bar. The view down below was spectacular. Greenland never disappoints. </div>
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The art gallery in the mezzanine (that’s what Air France calls it), went totally unused. In fact, just like my flight out, the entire forward cabin was dark and quiet. The gallery, designed to be a gathering space, was totally deserted. I felt lonely standing there snacking by myself.</div>
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This was in stark contrast to the area by door 2. The galley, three of the four Business Class lavatories, and the buffet/bar were located there. </div>
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Clarins beauty products<br />
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Not shown is the buffet cart filled with candy, cheese, and fruit.</div>
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Everyone hung out here. They stretched their legs, made small talk, snacked and drunk away. Crowding was an issue from the foot traffic and flight attendants. It was difficult to socialize there, because you were always in the way of something or someone. After a few minutes, I gave up and went back to my seat. </div>
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Seven hours into the flight while over Manitoba, it was almost dinner time back in France. I felt hunger again. The cabin was stirring with sound of clanking silverware. I went back up to the buffet/bar asking if the midflight snack would be served or I had to request it. A flight attendant went through the drawers and showed me available snacks not on display on the cart before ultimately offering me the cheese sandwich advertised in the menu. She suggested better heated, so I requested as so along with a cup of tea. Back at my seat, for a few moments, I thought she had forgotten about me. When she finally showed, my simple sandwich and tea were both nicely plated. She later returned and offered refill on my tea, which was nice. </div>
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Crossing the Rockies and Great Salt Lake with Salt Lake City (SLC) airport.</div>
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About 90 minutes to go, pre-arrival meal service began. Unlike lunch, the cart went from front to back. Seated in the last row, anticipating what’s to come, I broke out the menu and prepared a second choice. I wanted the shrimp and the lady seated next to me got the last one. Figured. I went with the grilled scallops. Bread choice was same as before, wheat or white (boring) but at least it was warm this time. Just like before, there was no ice to go with my Diet Coke.</div>
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Given the scallops amuse at lunch was good, I had high hopes for the grilled scallops. Nope. The scallops were rubbery and dry. The entire dish was soaked in oil – not appetizing at all. The only saving grace was the panna cotta. </div>
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We made our initial approach to LAX over Las Vegas. I have seen this approach many times on the trackers while spotting at LAX. I smiled a bit and thought “I am familiar with this approach!” </div>
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Five minutes before descent, the captain announced the sky at LAX was fair with a temperature of 65°F. </div>
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Turning west above San Bernardino (SBD).</div>
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Snowcapped mountains atop the LA Basin.</div>
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Downtown Los Angeles and the massive double-decker, multi-lane Highway 110.</div>
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Runway in sight!</div>
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The famous LAX In-N-Out Burger. I ate lunch and saw this flight land from there the previous weekend. Surprisingly, there was not many people eating outside on this Sunday.</div>
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Slowing on LAX’s Runway 24R, 10 hours and 39 minutes after departing CDG.</div>
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Rolling all the way to the end of Runway 24R.</div>
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A surprising sight, two Japanese Government 747-400s at the remote gates.</div>
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Pulling into Gate 154 at Tom Bradley International Terminal with a Lufthansa A380 at the gate. Many more A380s would be arriving after us.</div>
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With dedicated upper and lower deck loading bridges, deplaning was a quick process. Once again, boarding and now deplaning via a dedicated bridge did not give me the special feeling of flying on a double decker.</div>
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At immigration, numerous upon numerous self-service border control kiosks were available for use. A large number of service staff was on hand to guide the crowd. One can tell LAX is all about volume, well equipped to handle multiple A380 arrivals at once. Fortunately, our flight beat the rush on this day. Without a crowd and only minimal queuing, I breezed through immigration and customs with plenty of time to kill at the excellent Delta Sky Club in Terminal 5 before my flight home to San Jose.</div>
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Final Thoughts</h4>
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Service on both flights was excellent. Language was not an issue and flight attendants were eager to serve.</div>
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Food quality was disappointing departing Paris. One would expect catering to be top notch from the home airport flight kitchen.</div>
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On both flights, the front cabin was always quiet and dark. If you are looking for rest, that’s where you want to sit. Intended gathering spaces up front went unused on both flights.</div>
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On the A380, having the buffet/bar at a busy and space-constrained location (galley and lavatory) was a poor design choice. The more spacious mezzanine area, which went unused, could be converted to a buffet/bar without loss of usable space. </div>
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Air France needs to quickly complete the conversion of its Business Class seats. Having direct aisle access will put its Business Class product on par with the competition. It will also save us poor souls who prefer window seats from being trapped.</div>
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Despite the not-quite-lie-flat seat, I nevertheless was able to relax and sleep comfortably.</div>
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Unless you need to log an A380 (or are looking for an upgrade), flying in a smaller Business Class cabin on another aircraft type is more preferable for more expedited service. </div>
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Despite both Air France and Groupé ADP’s (Aeroports de Paris) attempt to make connections at Paris-CDG easy, it still left much to be desired. A half hour wait at the premium line at passport control during rush hour is not acceptable. Also, why run a slow connection bus when there is a fast concourse connection train? The airport needs to determine how to flow connecting passengers onto the train without clearing through security again. </div>
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Ben Wanghttp://www.blogger.com/profile/15405993300561907143noreply@blogger.com0tag:blogger.com,1999:blog-1333764659139651896.post-40921943338532640972017-09-24T10:44:00.001-07:002017-09-24T10:51:34.396-07:00Blue on TAP: TAP Portugal (ex- Azul) A330-200 Business Class<div class="separator" style="clear: both; text-align: center;">
<a href="https://3.bp.blogspot.com/-_bHH1FNQFpo/WccGSnpOudI/AAAAAAAASSM/FrDGAGUo-ZshFAnlfJW67QnEYyy442rtACKgBGAs/s1600/IMG_4497-1200edited.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="900" data-original-width="1200" height="240" src="https://3.bp.blogspot.com/-_bHH1FNQFpo/WccGSnpOudI/AAAAAAAASSM/FrDGAGUo-ZshFAnlfJW67QnEYyy442rtACKgBGAs/s320/IMG_4497-1200edited.jpg" width="320" /></a></div>
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I originally did not intend on writing on a trip report on this flight.<span class="Apple-converted-space"> </span>But given the relative rarity of long haul TAP Portugal trip reports – especially on an unique A330 with original Azul Business Class seats – I decided to share with you the small number of photos I took as well as some thoughts on the flight.</div>
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I arrived in Boston (BOS) directly from San Francisco (SFO) on board <a href="http://benairblog.blogspot.com/2017/09/suite-excitemint_1.html" target="_blank">JetBlue’s excellent A321 Mint service</a>.<span class="Apple-converted-space"> </span>Connecting to TAP was as simple as walking from gate C9 to C17.<span class="Apple-converted-space"> </span>No re-clearing through security, no inter-terminal transfer hassles…nice! <span class="Apple-converted-space"> </span></div>
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<tr><td class="tr-caption" style="text-align: center;">Easy connection. My TAP flight can be seen directly behind my arrival flight from SFO.</td></tr>
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I had about one hour before scheduled departure.<span class="Apple-converted-space"> </span>Gate agents were announcing over the loud speakers that if you had arrived from a connecting flight, you had to re-check-in at the gate for documentation verification.<span class="Apple-converted-space"> </span>In additional to passport check and reissuing of boarding passes on TAP ticket stock (my airline geekiness was thankful for that), gate agents were strictly enforcing the carry-on size limit using the bag template.<span class="Apple-converted-space"> </span>Despite them telling everyone that the bag would be checked for free, people were still reluctant.<span class="Apple-converted-space"> </span>When it was my turn at the counter, I immediately offered my bag for gate check.<span class="Apple-converted-space"> </span>Agent gave me a TAP luggage tag.<span class="Apple-converted-space"> </span>I pointed out my bag already had a name tag.<span class="Apple-converted-space"> </span>She replied matter-of-factly, “it’s not a TAP tag”.<span class="Apple-converted-space"> </span><i>Whatever</i>.<span class="Apple-converted-space"> </span>With my new boarding pass in hand and bag receipt issued, I was invited to “The Lounge” just a couple gates down<span class="s1">.</span></div>
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"The Lounge" is a common-use premium class lounge used by all airlines at BOS.<span class="Apple-converted-space"> </span>There was a decent selection of hot food and alcohol.<span class="Apple-converted-space"> </span>A second and separate non-alcoholic beverage counter alleviated any potential crowding.<span class="Apple-converted-space"> </span>Despite it being a busy afternoon with a number of international departures, I did not have a problem finding a table.</div>
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I went back to gate C17 a few minutes before 5:50 pm boarding time and there was already a queue at the door.<span class="Apple-converted-space"> </span>Gate agents were telling people not to line up and they will be called up in order of grouping.<span class="Apple-converted-space"> </span>The holding area was small and it got rather crowded (hence the announcement).<span class="Apple-converted-space"> </span>It was unfortunate that the agents’ pleas went on unheeded.</div>
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<b>Azul Xtra</b></div>
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Prior to embarking on this trip, I knew TAP was in the process of renovating its Business Class product.<span class="Apple-converted-space"> </span>At check-in, I was happy to see a staggered Business Class seat map, indicating an aircraft with new seats.<span class="Apple-converted-space"> </span>Or so I thought.<span class="Apple-converted-space"> </span>Unbeknownst to me until later, my A330-200 CS-TOS is the only aircraft in TAP’s fleet leased from Azul in Brazil.<span class="Apple-converted-space"> </span>The aircraft is still flying with Azul’s original “Xtra Business” seats.<span class="Apple-converted-space"> </span>(Sistership A330-200 CS-TOT was also leased from Azul for a short period between summer 2016 and spring 2017.)<span class="Apple-converted-space"> </span></div>
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Aircraft specific safety card.</div>
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TAP’s own new Business Class product, already rolled out on other A330s, feature a similar seat as seen here.</div>
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<tr><td class="tr-caption" style="text-align: center;">Photo courtesy TAP Portugual</td></tr>
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I am all too familiar with these popular staggered Business seats made by Stelia.<span class="Apple-converted-space"> </span>I had experienced them previously flying Asiana, ANA, and Thai.<span class="Apple-converted-space"> </span>While this arrangement offers direct aisle access and maximum privacy, the staggered design is certainly not my favorite.<span class="Apple-converted-space"> </span>The window seats are simply too claustrophobic for my liking. <span class="Apple-converted-space"> </span></div>
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Pillow, blanket, headphones, amenity kit, and menu were already placed at each seat.<span class="Apple-converted-space"> </span>The amenity kit was in a rather creative sardine can.<span class="Apple-converted-space"> </span>I chuckled when my neighbor across the aisle opened his can and disappointingly said, “awe, no sardines!”</div>
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<b>Pre-Departure<span class="Apple-converted-space"> </span></b></div>
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Flight attendant offered pre-departure drinks, I went with orange juice.<span class="Apple-converted-space"> </span>The purser followed with a selection of newspapers.<span class="Apple-converted-space"> </span>Apparently, they were not restocked while on the ground in BOS.<span class="Apple-converted-space"> </span>All except for one was in Portuguese.<span class="Apple-converted-space"> </span>I went with the only English choice – European edition <i>WSJ</i>. <span class="Apple-converted-space"> </span></div>
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That was also my first interaction with the Portuguese crew.<span class="Apple-converted-space"> </span>Language barrier was not an issue at all.<span class="Apple-converted-space"> </span>Flight attendants spoke perfect English and understood everything I said.<span class="Apple-converted-space"> </span>I found this to be true in general while in Portugal as well.<span class="Apple-converted-space"> </span>A pleasant surprise! <span class="Apple-converted-space"> </span></div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://1.bp.blogspot.com/-8WAQKHC2RIY/WcdV4ISNPiI/AAAAAAAASTU/k32O75rlc6oGeVndjqyv4XYdEtVibs5OwCKgBGAs/s1600/TP208%2BFlight%2BTrack.png" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="972" data-original-width="1600" height="194" src="https://1.bp.blogspot.com/-8WAQKHC2RIY/WcdV4ISNPiI/AAAAAAAASTU/k32O75rlc6oGeVndjqyv4XYdEtVibs5OwCKgBGAs/s320/TP208%2BFlight%2BTrack.png" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Flightaware flight track</td></tr>
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<b>Short Long Haul</b></div>
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At 6:20 pm, we pushed back from gate C17 right on time.<span class="Apple-converted-space"> </span>Some 20 minutes later, we took to the air from Runway 09 and continued eastward to Lisbon.</div>
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With the sun setting behind us, the crew expediently began dinner service.<span class="Apple-converted-space"> </span>With a total flying time of six hours, there would not be much time for rest in between dinner and the pre-arrival meal. <span class="Apple-converted-space"> </span></div>
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To go along with the canapé<span class="s1">,</span> I went with my usual drink,<span class="Apple-converted-space"> </span>Coke Zero with lemon.<span class="Apple-converted-space"> </span>I was given the full can (large can for European standard) as well as ice.<span class="Apple-converted-space"> </span>Take that BA and Air France! That's the way it should be done!<span class="Apple-converted-space"> </span>When I took a bite of the canapé, it had an unexpected pungent fishy taste.<span class="Apple-converted-space"> </span>I had forgotten what was on it.<span class="Apple-converted-space"> </span>With a sour look on my face, I checked the menu and realized it was sea urchin roe.</div>
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Meal and beverage carts quickly returned with the starter – smoked salmon salad.<span class="Apple-converted-space"> </span>I was offered soup, which I accepted.<span class="Apple-converted-space"> </span>It was poured from a rather unattractive thermos that looked like someone’s morning coffee bottle.<span class="Apple-converted-space"> </span>My drink was swiftly replenished with another can with more ice in my glass. <span class="Apple-converted-space"> </span>The smoked salmon salad tasted very unique but the soup’s temperature was tepid, though not unusual among all the soup I have had while flying.</div>
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<a href="https://3.bp.blogspot.com/-Zq7jsyl0IB0/WcdWTi2RQeI/AAAAAAAASTo/bfr94A6twGoRByQB3uDP0BpSee77C7EuACKgBGAs/s1600/IMG_4512-1200edited.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="900" data-original-width="1200" height="240" src="https://3.bp.blogspot.com/-Zq7jsyl0IB0/WcdWTi2RQeI/AAAAAAAASTo/bfr94A6twGoRByQB3uDP0BpSee77C7EuACKgBGAs/s320/IMG_4512-1200edited.jpg" width="320" /></a></div>
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At this point, I could tell the service pace was going to be quick.<span class="Apple-converted-space"> </span>No sooner after the meal cart went past, the purser returned with the clean-up cart.<span class="Apple-converted-space"> </span>It was like an orchestrated merry-go-around:<span class="Apple-converted-space"> </span>meal cart – drink cart – trash cart round and round!</div>
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Meal cart returned with my main:<span class="Apple-converted-space"> </span>chicken breast with Yukon baby potatoes and kale.<span class="Apple-converted-space"> </span>I took a peek at my neighbor’s dish from across the aisle.<span class="Apple-converted-space"> </span>The giant shrimp with saffron rice looked like a tastier dish.<span class="Apple-converted-space"> </span>Oh well.<span class="Apple-converted-space"> </span>There was nothing impressive with my chicken dish.<span class="Apple-converted-space"> </span>It was just your standard meat and potato with overcooked vegetable airline meal.</div>
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<a href="https://1.bp.blogspot.com/-inKXpC0gIV4/WcdWgDoP52I/AAAAAAAAST0/PDiyaO6PcQsa_IWsZRv1Yp3yOx99b_wdACKgBGAs/s1600/IMG_4516-1200edited.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="900" data-original-width="1200" height="240" src="https://1.bp.blogspot.com/-inKXpC0gIV4/WcdWgDoP52I/AAAAAAAAST0/PDiyaO6PcQsa_IWsZRv1Yp3yOx99b_wdACKgBGAs/s320/IMG_4516-1200edited.jpg" width="320" /></a></div>
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Once again, I had to eat quickly, because here came the plate pickup.<span class="Apple-converted-space"> </span>Being a Portuguese airline, the Port wine was served as its own course prior to the dessert cart.<span class="Apple-converted-space"> Would you have expected it any other way? </span>The purser asked “cheese, fruit?” and paused as if they were the only choices.<span class="Apple-converted-space"> </span>What I wanted, the dulce de leche ice cream, came a second later: “…or <i>sweet</i>?”<span class="Apple-converted-space"> </span>I smiled and said “sweet”.<span class="Apple-converted-space"> </span>Thinking about it, there isn’t really an English translation for “dulce de leche”, is there? <span class="Apple-converted-space"> </span></div>
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The dulce de leche ice cream was very rich, full of caramel goodness.<span class="Apple-converted-space"> </span>Purser returned with a box consisting a choice of small chocolate bars<span class="s1">.</span><span class="Apple-converted-space"> </span>I went with “sal”. <span class="Apple-converted-space"> </span></div>
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One hour and 10 minutes after take-off, dinner service was complete and lights in the cabin dimmed.<span class="Apple-converted-space"> </span>It was only 5 pm back home and nowhere near bedtime.<span class="Apple-converted-space"> </span>Despite that, I took my amenity kit to the lavatory and prepped myself for bed.<span class="Apple-converted-space"> </span>I thought perhaps, between all the eating and the dark cabin, they will put me in a sleepy mood.</div>
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With my seat now in the full flat mode, I snuggled in my blanket and lined up my body with the right seat cushions to get comfortable.<span class="Apple-converted-space"> </span>With my Bose noise cancelling headphone on, I attempted to sleep. <span class="Apple-converted-space"> </span></div>
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<b>Arrival</b></div>
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After closing my eyes for three hours (but without any productive sleep), simulated sunrise lit up the cabin.<span class="Apple-converted-space"> </span>Lisbon was 90 minutes away. <span class="Apple-converted-space"> </span></div>
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Before arrival meal began with a choice of beverage – I went with orange juice.<span class="Apple-converted-space"> </span>Meal tray was followed by bread basket filled with delicious warmed breads and pastries.<span class="Apple-converted-space"> </span>After taking one, the flight attendant encouraged me to take another (and yet a third on the second walk around).<span class="Apple-converted-space"> </span></div>
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Coffee refill was gladly obliged in a fresh cup served on a tray.<span class="Apple-converted-space"> </span>How classy!</div>
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There were no air traffic delays as we made a straight in approach over the still-sleeping city.<span class="Apple-converted-space"> </span></div>
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After clearing Runway 03, we made a right turn and quickly came to gate 145.<span class="Apple-converted-space"> </span>Wheel stop was at 5:18 am local time, blocking just under 6 hours. <span class="Apple-converted-space"> </span></div>
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There are horror stories of long queues at Lisbon passport control during morning arrivals.<span class="Apple-converted-space"> </span>I got lucky on this day, being among the first to arrive into LIS; I was through in about 30 minutes.<span class="Apple-converted-space"> </span><br />
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While on my ride into the city, I realized it was 11 pm back home.<span class="Apple-converted-space"> </span>It was bedtime - but the day was just getting started in Lisbon!</div>
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<b>Final Thoughts</b></div>
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Overall, TAP’s service was excellent.<span class="Apple-converted-space"> </span>The flight attendants spoke perfect English.<span class="Apple-converted-space"> </span>They were down-to-earth, friendly, and unpretentious.<span class="Apple-converted-space"> </span>I like that!<span class="Apple-converted-space"> </span>However, meal pacing was too fast in my opinion.<span class="Apple-converted-space"> </span>My guess it was necessitated by the fact that the flight was so short and the crew wanted to maximize passengers’ sleep time<span class="s1">.</span><span class="Apple-converted-space"> </span>Meal presentation and quality were middle of the road, nothing spectacular, but everything within expectations for Business Class.<span class="Apple-converted-space"> </span>Do realize that by this fall, TAP will be revamping their menu with a new “<a href="https://www.flytap.com/en-us/on-board/taste-the-star" target="_blank">Taste of the Stars</a>” program with Portuguese dishes inspired by Michelin starred chefs. <span class="Apple-converted-space"> </span></div>
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TAP’s popular “<a href="https://portugalstopover.flytap.com/USA/enus/stopover" target="_blank">Portugal Stopover</a>” program now allows medium- and long-haul passengers to stopover in Lisbon or Porto for up to five days without extra fare.<span class="Apple-converted-space"> </span>Time is right to give TAP a try and make Portugal a part of your holiday while you are on your way to your final destination. <span class="Apple-converted-space"> </span></div>
Ben Wanghttp://www.blogger.com/profile/15405993300561907143noreply@blogger.com1tag:blogger.com,1999:blog-1333764659139651896.post-54645297241726052562017-09-01T21:24:00.003-07:002017-09-24T10:54:15.263-07:00Suite ExciteMint<div class="p1">
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Ever since JetBlue introduced its premium product, <a href="https://www.jetblue.com/flying-on-jetblue/mint/" target="_blank">Mint</a>, I wanted to fly it.<span class="Apple-converted-space"> </span>With Mint, formerly all-economy class JetBlue ventured into a new territory.<span class="Apple-converted-space"> </span>JetBlue has entered the highly competitive U.S. transcon market fighting head-to-head with established legacies of United, American, and Delta, as well as west coast power house Virgin America. <span class="Apple-converted-space"> </span></div>
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With the exception of Virgin America, all other airlines offer lie-flat seats in the transcon market.<span class="Apple-converted-space"> </span>United with their “p.s.” (Premium Service) 757s, American with their new A321“T” (Transcon), and Delta with their “Delta One” international cabin 757/767s.<span class="Apple-converted-space"> </span>In an age of airlines “racing to the bottom”, it is refreshing to see U.S. airlines recognizing a need and answering the demand for a premium product. <span class="Apple-converted-space"> </span>With the transcon market locked up in a four-way battle - each airline with their loyal fliers - can yet another airline enter the same market taking a piece of the same pie? <span class="Apple-converted-space"> </span></div>
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For the all-Blue airline that added a hint of green, the answer is an emphatic YES! Mint service has been so successful that the program has expanded beyond the core San Francisco/Los Angeles – New York market.<span class="Apple-converted-space"> </span>Mint can now be found on long distance markets in Boston, the Caribbean, and Florida.</div>
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On a recent work trip from San Francisco (SFO), I got rerouted to fly JetBlue to Boston (BOS) at the last minute.<span class="Apple-converted-space"> </span>Looking at the seatmap, my flight was very lightly loaded on that Tuesday.<span class="Apple-converted-space"> </span>Better yet<span class="s1">,</span> there was a number of Suite seats available in Mint.<span class="Apple-converted-space"> </span>Being a daytime light, I decided to upgrade my ticket in order to fully experience Mint. <span class="Apple-converted-space"> </span></div>
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JetBlue’s 16-seat Mint cabin is configured in alternating rows of 2-2 and 1-1 seats.<span class="Apple-converted-space"> </span>Seat-pairs are known as “Mint Seats” while the single seats are known as “Mint Suite”.<span class="Apple-converted-space"> </span>While there is no cost difference between the two seat types, the Suite features a sliding door for increased privacy, first for an U.S. airline. <span class="Apple-converted-space"> </span><br />
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Prior to the flight being under gate-control, the only way to upgrade to Mint from “Core” (economy) ticket is to get your ticket reissued as a Mint ticket.<span class="Apple-converted-space"> </span>In other words, the “upgrade fee” is simply the fare difference between Core and Mint.<span class="Apple-converted-space"> </span>There are no options to upgrade while checking<span class="s1">-</span>in on-line nor at the ticket counter.<span class="Apple-converted-space"> </span>Since I did not pay for my original ticket, my only option was to pay the standard $549 upgrade fee at the gate.<br />
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<tr><td class="tr-caption" style="text-align: center;"><span style="font-size: small;">JetBlue utilizes SFO's International Terminal</span></td></tr>
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Not knowing any of this prior to my trip, I arrived at SFO sufficiently early.<span class="Apple-converted-space"> </span>Fortunately, both the ticket counter and security lines were short and I arrived at gate A3 well before agents were open for check-in.<span class="Apple-converted-space"> </span>After confirming seat 4F was still available, I broke out my credit card and paid the upgrade fee.</div>
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<tr><td class="tr-caption" style="text-align: center;"><i style="text-align: start;"><span style="font-size: small;">ExciteMint is in the Air</span></i></td></tr>
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Boarding commenced shortly thereafter, more than 40 minutes prior to the 7:50 am departure time. Stepping on board, I was greeted with stylish Mint seats in contrasting black leather and white plastic casted in cool blue-purple mood lighting. <span class="Apple-converted-space"> </span></div>
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<span class="Apple-converted-space">Amusingly enough, B and F seats were labeled as “center” seats.<span class="Apple-converted-space"> </span>I couldn’t help but laugh that I had just paid over $500 for a middle seat. <span class="Apple-converted-space"> </span></span><br />
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<tr><td class="tr-caption" style="text-align: center;"><span style="font-size: small;">The dreaded middle seat? Not really.</span></td></tr>
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<tr><td class="tr-caption" style="text-align: center;"><span style="font-size: small;">More like your own throne!</span></td></tr>
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A thick blanket, pillow, amenity kit, and a welcome card signed by Jeff and Jessica were waiting at each seat. <span class="Apple-converted-space"> </span></div>
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Jeff introduced himself and welcomed me on board.<span class="Apple-converted-space"> </span>He asked whether it was my first-time flying Mint.<span class="Apple-converted-space"> </span>“Yes,” I replied.<span class="Apple-converted-space"> </span>With all of my photo taking, it was pretty obvious.<span class="Apple-converted-space"> </span>He congratulated me on the “nice score” on the suite.<span class="Apple-converted-space"> </span>Jeff then introduced seat features, pointing out that the seat-back display is a touch screen but noted it is a lot easier to use the remote control instead.<span class="Apple-converted-space"> </span>There is also a Do Not Disturb light (“wake me for service” light), more useful on redeye flights, I think.<span class="Apple-converted-space"> </span><br />
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<tr><td class="tr-caption" style="text-align: center;"><span style="font-size: small;">Remote control and seat adjustments</span></td></tr>
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<tr><td class="tr-caption" style="text-align: center;"><span style="font-size: small;"><i>Do Not Disturb</i> is the button light at the left</span></td></tr>
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<tr><td class="tr-caption" style="text-align: center;"><span style="font-size: small;">Very thoughtful design for phone charging</span></td></tr>
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After takeoff, he would unlock the suite sliding door for additional privacy.<span class="Apple-converted-space"> </span>He then gave me “the most important thing…the menu”, pointing out the first three items were served cold.<span class="Apple-converted-space"> </span>I was offered a drink.<span class="Apple-converted-space"> </span>I went with the “Signature Honey Infused Limeaid with Mint (without vodka)”.<span class="Apple-converted-space"> </span>Jeff invited me to continue to take all photos I want. <span class="Apple-converted-space"> </span><br />
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<tr><td class="tr-caption" style="text-align: center;"><b><span style="font-size: small;">Brunch menu </span></b><br />
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<span style="font-size: small;">Meal is served tapas style, choosing from two or three items in the menu.<span class="Apple-converted-space"> </span><span class="Apple-converted-space"> </span></span></div>
<span style="font-size: small;">I love the “Gastro Glossary” for those of us with unsophisticated palates.</span></td></tr>
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There were numerous Mint newbies onboard given Jeff was providing seat introductions all around. Many economy passengers boarding noted the fancy Mint seats.<span class="Apple-converted-space"> </span>Some said they would upgrade on their next flight.</div>
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A retro-styled “Grado Labs Series 60” headset was handed out.<span class="Apple-converted-space"> </span>Flight attendant noted it was to be collected before the end of the flight, when I would be given a disposable headset.<span class="Apple-converted-space"> </span>I later learned Grado Labs is a Brooklyn-based company well-known for their open-air headphones.<span class="Apple-converted-space"> </span>Highly rated and I assume deservedly so.<span class="Apple-converted-space"> </span>However, since their headphone was not noise cancelling<span class="s1">,</span> I still preferred my Bose. <span class="Apple-converted-space"> </span><br />
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Given our light load, boarding was complete 20 minutes before departure.<span class="Apple-converted-space"> </span>A number of Even More Space seats were still available and an announcement was made offering them for sale.<span class="Apple-converted-space"> </span>Captain added that our flight time was expected to be five hours at an altitude of 39,000 feet.</div>
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<span style="font-size: small;">Terminal 1 under construction</span></div>
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<b>The Flight</b><br />
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<b>Aircraft</b>:<span class="Apple-converted-space"> </span>Airbus A321-231</div>
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<b>Registration</b>:<span class="Apple-converted-space"> </span>N967JT <i>ExciteMint is in the Air</i></div>
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<b>msn</b>:<span class="Apple-converted-space"> </span>7257</div>
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<b>Delivered</b>:<span class="Apple-converted-space"> </span>August 2016 (age 1 year)</div>
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<b>Flight</b>:<span class="Apple-converted-space"> </span>B6 436<br />
<b>Scheduled Departure – Arrival</b>:<span class="Apple-converted-space"> </span>7:50 am – 4:29 pm<span class="Apple-converted-space"> </span></div>
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<b>Actual Departure – Arrival</b>:<span class="Apple-converted-space"> </span>7:40 am (gate A3A) – 4:12 pm (gate C9)</div>
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<b>Takeoff SFO Runway 01R</b>:<span class="Apple-converted-space"> </span>8:01 am</div>
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<b>Land BOS Runway 04R</b>:<span class="Apple-converted-space"> </span>4:07 pm</div>
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<b>Flight Duration</b>:<span class="Apple-converted-space"> </span>5 hours 6 minutes</div>
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<a href="http://flightaware.com/live/flight/JBU434/history/20170808/1450Z/KSFO/KBOS" target="_blank"><b>Flightaware track</b></a></div>
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We quickly reached the queue for Runway 01R given the short distance from the A-concourse. <span class="Apple-converted-space"> </span>After waiting for our turn due to arrivals on the cross runway, my flight to Boston was underway.<span class="Apple-converted-space"> </span>After takeoff, Jeff returned and closed my suite door offered to take down anyone’s carry-on stored in the overhead.<span class="Apple-converted-space"> </span>He also unpacked blankets and discarded the plastic bag.<span class="Apple-converted-space"> </span>Nice touch! <span class="Apple-converted-space"> </span><br />
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<span style="font-size: small;">ATC channel – no workie</span></div>
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<span style="font-size: small;">Suite door closed</span></div>
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I reclined my seat and extended the legrest to a more comfortable position.<span class="Apple-converted-space"> </span>Unfortunately, the legrest does not extend very far, leaving my feet hanging from my short legs.<span class="Apple-converted-space"> </span>I repositioned myself and adjusted the seat so that my feet can get into the foot well. <span class="Apple-converted-space"> </span></div>
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<span style="font-size: small;">Properly adjusted relax mode</span></div>
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I was excited to see the Air Traffic Control (ATC) station on the audio channel, remembering that one of JetBlue’s transcon competitors is United with their ATC audio, Channel 9.<span class="Apple-converted-space"> </span>Disappointingly, the ATC channel was silent (not unlike United Channel 9 nowadays).<span class="Apple-converted-space"> </span>I asked Jeff if the captain is willing to turn it on.<span class="Apple-converted-space"> </span>Jessica later returned and apologized for the channel not working.<span class="Apple-converted-space"> </span>She said someone always want to listen to it, but despite her writing it up every flight, the channel never seems to work.<span class="Apple-converted-space"> </span>I later found out via a google search that the airline (has not/will not) turn on ATC audio for whatever reason. <span class="Apple-converted-space"> </span></div>
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Jessica distributed hot towels and then took drink and brunch orders.<span class="Apple-converted-space"> </span>I was loving the mint limeaid so I decided to continue with that.<span class="Apple-converted-space"> </span>When Jessica returned with my drink, she emphasized, “here is your <i>signature</i> mint limeaid”.<span class="Apple-converted-space"> </span>She then offered me a tasting of the cherry pomegranate smoothie.<span class="Apple-converted-space"> </span>Not sure why it was a “tasting” since it was listed on the menu.<span class="Apple-converted-space"> </span><br />
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Jessica served the Mint cabin while Jeff prepared meals in the galley.<span class="Apple-converted-space"> </span>While my drink was promptly refilled, pace of the service felt slow. I finally received my meal one hour 15 minutes into the flight.<span class="Apple-converted-space"> </span>Served tapas style, my brunch choice consisted of corn soup with lobster, omelet with potato and sausage, and fresh fruit.<span class="Apple-converted-space"> </span>The Saxon+Parole corn soup was very tasty and the lobster gave it a nice high-end touch.<span class="Apple-converted-space"> </span>There was nothing special with the omelet, it was just your generic hot airline breakfast dish.<span class="Apple-converted-space"> </span>I always appreciate fresh cut fruit – refreshing and healthy.<span class="Apple-converted-space"> </span>Interestingly<span class="s1">,</span> for a high-end meal service, the napkin was low-end paper. <span class="Apple-converted-space"> </span><br />
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Incorporating “Mint” across service was obvious (nourishMint, refreshMint, Mint Limeaid, etc).<span class="Apple-converted-space"> </span>However, while I was having my meal, I realized the rectangular tapered corner Mint shape was everywhere.<span class="Apple-converted-space"> </span>On dishware, the tray table, even on a card and paper clip in the amenity kit.<span class="Apple-converted-space"> </span>JetBlue really went the extra mile to ensure the branding was visible throughout the flying experience – whether you realize it or not. <span class="Apple-converted-space"> </span><br />
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Feeling satisfied after that elegant brunch, Jessica promptly picked up my tray.<span class="Apple-converted-space"> </span>She offered me lemon sorbet and “a hot beverage, perhaps?”.<span class="Apple-converted-space"> </span>I went with cappuccino. <span class="Apple-converted-space"> </span>The cap was topped with beautiful foam with a contrasting espresso “dot”.<span class="Apple-converted-space"> </span>I was impressed with such an elegant drink onboard a plane.<span class="Apple-converted-space"> </span>Jessica said they have an espresso maker on board with a milk foamer.<span class="Apple-converted-space"> </span>I thought the Brooklyn Roasting Company espresso was quite balanced.<span class="Apple-converted-space"> </span>I liked it very much and ordered another.<span class="Apple-converted-space"> </span>Contrastingly, the lemon sorbet was too sweet for my taste.<span class="Apple-converted-space"> </span>Unable to balance it with my cappuccino, I left my sorbet half eaten.<span class="Apple-converted-space"> </span>My meal service was completed two hours into the flight.<br />
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With my brunch finished, I reclined my bed to the fully flat position – not for a nap, but for photos!<span class="Apple-converted-space"> </span>Jessica offered to set up the bed for me which I politely declined.<span class="Apple-converted-space"> </span>She suggested using the amenity kit to stage the photo.<span class="Apple-converted-space"> </span>Great idea! <span class="Apple-converted-space"> </span><br />
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A self-service bar is located next to door R2, between the Mint and Core cabins.<span class="Apple-converted-space"> </span>Nicely lit in blue light, it was fully stocked with usual selection of soft drinks and JetBlue’s signature blue snacks.<span class="Apple-converted-space"> </span>Jessica explained locating the self-service bar at mid cabin works a lot better than on the A320, which is in the aft galley, out of the way from flight attendants performing their duties. <span class="Apple-converted-space"> </span><br />
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I think passengers receive the best value flying on JetBlue.<span class="Apple-converted-space"> </span>Along with free satellite TV, the airline also offers free Wi-Fi for everyone on board.<span class="Apple-converted-space"> </span>Yes, including those flying economy.<span class="Apple-converted-space"> </span>Fly-Fi, JetBlue’s Ka-band satellite-based wifi service, touts speeds “as fast as home or work”.<span class="Apple-converted-space"> </span>Browsing the web on my smartphone, I thought the speed was equivalent to free hotel Wi-Fi (i.e., acceptably fast, but not that fast).<span class="Apple-converted-space"> </span>Unfortunately, I did not run a speed test. <span class="Apple-converted-space"> </span><br />
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Unlike Wi-Fi service on other airlines, you are also able to stream on-line video. I played back DVR’d shows from two on-line video services: YouTube TV and Netflix.<span class="Apple-converted-space"> </span>YouTube TV played back my program at low resolution while Netflix was in glorious HD.<span class="Apple-converted-space"> </span>To ensure this was not an anomaly, I tested both services again and got the same result. <span class="Apple-converted-space"> </span>I also played an ordinary YouTube video.<span class="Apple-converted-space"> </span>Again, content played back at low resolution. <span class="Apple-converted-space"> </span><br />
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<tr><td class="tr-caption" style="text-align: center;"><span style="font-size: small;">Streaming Netflix at 40,000 feet - a first for me!</span></td></tr>
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About two hours before landing, Jessica came through the cabin with a basket of “our signature snacks”.<span class="Apple-converted-space"> </span>Fresh whole fruit (apples and oranges) were offered in addition to the usual selection of blue snacks. <span class="Apple-converted-space"> </span></div>
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<tr><td class="tr-caption" style="text-align: center;"><span style="font-size: small;">Chicago and Lake Michigan</span></td></tr>
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Before landing hot towels were distributed about 40 minutes to go. It was followed by the ever helpful before-descend-seat-belt-on warning from the cockpit.<span class="Apple-converted-space"> </span><br />
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<span class="Apple-converted-space">Speaking of which...</span></div>
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Jessica came by and reminded me my camera stored in the bin next to my seat.<span class="Apple-converted-space"> </span>“Already put it away,” I replied but thanked (and appreciated) her for remembering that from earlier in the flight.</div>
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Finally, 30 minutes before landing came the last service – the farewell cookie.<span class="Apple-converted-space"> </span>“Mr<span class="s1">.</span> Wang, it's a pleasure having you on board Mint today, we have a rainbow cookie for you.”<span class="Apple-converted-space"> </span>“I have been looking forward to this!”<span class="Apple-converted-space"> </span>I see the point of the cookie as a goodbye gift, nicely boxed to be eaten later. However, I thought this gourmet cookie would have been better served as a mid-flight snack – warmed of course.<span class="Apple-converted-space"> </span>The already pre-packaged signature snacks could be used as goodbye snacks just as well.<span class="Apple-converted-space"> </span><br />
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Finally, Jeff collected the fancy Grado Labs headphones and traded them with “disposable” earbuds.<span class="Apple-converted-space"> </span>They were in a nice reusable faux wool case which can be doubled as a phone case.<span class="Apple-converted-space"> </span>Meanwhile, flight attendants helped passengers restow their carry-on bags up the overhead bins. <span class="Apple-converted-space"> </span><br />
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Below us, Boston was under partly cloudy skies.<span class="Apple-converted-space"> </span>The city skyline and Logan Airport peeked through.<span class="Apple-converted-space"> </span>We flew on an extended downwind southbound before turning north on a 20-mile final for Runway 04R.<span class="Apple-converted-space"> </span><br />
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<a href="https://2.bp.blogspot.com/-OAvM_kvDV-M/WaoDIfj5fEI/AAAAAAAASL4/jR7_PU8c0G8DRn_kqbqFSekcLM0ncmYFQCKgBGAs/s1600/IMG_4463-1200edited.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="900" data-original-width="1200" height="240" src="https://2.bp.blogspot.com/-OAvM_kvDV-M/WaoDIfj5fEI/AAAAAAAASL4/jR7_PU8c0G8DRn_kqbqFSekcLM0ncmYFQCKgBGAs/s320/IMG_4463-1200edited.jpg" width="320" /></a></div>
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Five hours and six minutes after departing San Francisco, we touched down in Boston.<span class="Apple-converted-space"> </span>A short five-minute taxi later, we parked at gate C9 completing my fresh minty-blue experience. <span class="Apple-converted-space"> </span><br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://1.bp.blogspot.com/-2hDrw9Lbayo/WaoDNCm7roI/AAAAAAAASL8/eLPK2hGJ-VI2Z9WyhRJHQaR3we91Y3eOwCKgBGAs/s1600/IMG_4492-1200edited.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="828" data-original-width="1200" height="220" src="https://1.bp.blogspot.com/-2hDrw9Lbayo/WaoDNCm7roI/AAAAAAAASL8/eLPK2hGJ-VI2Z9WyhRJHQaR3we91Y3eOwCKgBGAs/s320/IMG_4492-1200edited.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-size: small;">Surprisingly enough, BOS hosts two Hainan Airlines flights</span></td></tr>
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<tr><td class="tr-caption" style="text-align: center;"><span style="font-size: small;">Yes, it was an awesome flight!</span></td></tr>
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Upon exiting, Jessica smiled warmly as we exchanged our goodbyes.<span class="Apple-converted-space"> </span>“Mr<span class="s1">.</span> Wang<span class="s1">,</span> I hope you enjoyed your flight and hope to see you again soon!”<span class="Apple-converted-space"> </span>Charmed, I managed a simple “me too!”</div>
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<h4>
Final Thoughts</h4>
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I was truly impressed with JetBlue’s Mint.<span class="Apple-converted-space"> </span>Flight attendants Jessica and Jeff provided top notch service.<span class="Apple-converted-space"> </span>They performed their jobs with utmost professionalism along with genuinely warmth and sincerity<span class="s1">.</span><span class="Apple-converted-space"> </span>Based upon from what I read, this was not unique to my crew.<span class="Apple-converted-space"> </span>High levels of service on JetBlue Mint is a consistent comment.<span class="Apple-converted-space"> </span>I will go as far as saying the service I received on my Mint flight was comparable to those I have experienced on Singapore Airlines.<span class="Apple-converted-space"> </span>And that’s saying something!</div>
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As for the hard product, I did not get a chance to sleep in my Suite, so I cannot judge the true comfort of the bed nor the true privacy of the sliding door.<span class="Apple-converted-space"> </span>Having said that, seating comfort was excellent.<span class="Apple-converted-space"> </span>Heck, you are in your own throne!<span class="Apple-converted-space"> </span>Thoughtful touches like consistent but subtle branding gives a level of elegance that you may not notice but your subconscious would appreciate.<span class="Apple-converted-space"> </span>Top it off with free satellite TV <i>and</i> free satellite Wi-Fi (that allows you to stream video), JetBlue’s Mint offers an extremely competitive product and gives customers from other airlines a compelling reason to jump ship.<br />
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I would not hesitate dropping another $500+ to fly JetBlue Mint again.<span class="Apple-converted-space"> </span>The all-blue airline had truly earned its green leaf!</div>
Ben Wanghttp://www.blogger.com/profile/15405993300561907143noreply@blogger.com0tag:blogger.com,1999:blog-1333764659139651896.post-56886420674401573222017-03-25T19:20:00.001-07:002017-04-09T19:38:02.605-07:00France is in the Air – AF Business (Part 1)<h3>
<span style="font-size: large;">San Francisco (SFO) to Paris (CDG) on the B777-300ER</span></h3>
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<h3>
<span style="font-size: small;">In February, <i>Airways</i> was invited by Air France to cover Paris CDG Airport's 20th anniversary as a hub. I covered the <a href="https://airwaysmag.com/airlines/air-france-celebrates-20th-anniversary-of-the-paris-cdg-hub/" target="_blank">story for <i>Airways</i></a>. Air France covered my flights to Paris and back in Business Class. Here are my trip reports. </span><span style="font-size: small;"> <a name='more'></a></span></h3>
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<tr><td class="tr-caption" style="text-align: center;"><span style="font-size: small;">Hanging out with Sam Chui at the Air France event at Paris-CDG</span></td></tr>
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It was a rainy day in San Francisco. Fortunately for my travel plans, severe weather had passed through the previous day and only moderate showers remained.</div>
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I arrived at the ticket counter a bit early, three hours prior to scheduled departure. I wanted to grab lunch at the lounge and catch my aircraft’s arrival, scheduled at 12:35 pm. It was a light travel day on this Tuesday. There was no line at the SkyPriority check-in counter. The ticket agent checking me in assumed I was a frequent flyer asked if I was already familiar with the lounge location. I smiled and replied, “actually, no”. </div>
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On the opposite side of the aisle, the Economy Class line was short as well.</div>
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After breezing through the A-concourse security line, I made an immediate left turn to the lounge complex. So many flight attendant cutouts! </div>
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The Air France-KLM/SkyTeam Lounge was immediately ahead. Inside, I was surprised to see how crowded it was despite the quiet check-in. Located directly above Gate A1, the view from the lounge onto the ramp was spectacular. Too bad the sky was cloudy.</div>
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The smaller food service area with beverages and desserts only.</div>
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The main service area had an abundant choice of hot food. That was nice. Given the large crowd, probably due to earlier Asian departures, most food had just run out and staff was working hard at replenishing. In addition to the expected cured meats, cheeses, small snack items, veggie sticks, and sandwiches, hot food choices included beef sausages, grilled vegetables, rice, and two different kinds of soup. </div>
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Service in the lounge was excellent. I had a complex return itinerary and wanted a printout. When it was determined that the reservation console in the lounge could not make the print, the station supervisor (I didn’t know that at the time) offered to run back to the office so she could make me my print. That’s service! </div>
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Flight AF84 arrived from Paris-CDG, about 15 minutes late.</div>
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At Gate A5, gate agents queued up both loading doors. Curiously, the agent at this gate made announcements for both this Air France flight and the KLM flight across the hall. It made sense in terms of efficiency, nevertheless, it was strange to see our agent calling a completely different flight out of our sight. </div>
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One of the agents was yelling strictly at those in the Business Class line: “Business Class only! Priority boarding after!”. I rolled my eyes and thought, both of these groups are your high-end customers and I am sure they don’t appreciate being yelled at. Boarding commenced about 10 minutes late from the advertised time of 2:05 pm, now inside 30 minutes of scheduled departure. </div>
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<b>Flight</b>: AF83</div>
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<b>Origin – Destination</b>: San Francisco (SFO) – Paris-Charles de Gaulle (CDG)</div>
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<b>Aircraft</b>: Boeing 777-328ER</div>
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<b>Registration</b>: F-GZNJ</div>
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<b>msn/ln</b>: 38706/928</div>
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<b>Delivered (age)</b>: April 2011 (5.9 years)</div>
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<b>Scheduled Departure – Arrival</b>: 2:40 pm – 10:15 am+1</div>
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<b>Actual Departure – Arrival</b>: 3:18 pm – 10:25 am+1</div>
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<b>Takeoff SFO Runway 28L</b>: 3:33 pm</div>
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<b>Landing CDG Runway 26L</b>: 10:16 am</div>
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<b>Flight Duration</b>: 9 Hours 43 Minutes</div>
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Stepping on board, I sat the stage for my trip and made my first use of “bonjour” to the flight attendant at the door. France is now in the air! I was seated in row 6, the last row in Business Class – generally my favorite row on all aircraft types. Row 6 is the last of two rows in the second Business Class cabin. Immediately behind that is the Premium Economy cabin. </div>
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For majority of SFO flights, Air France uses the 381-seat Business/Premium Economy/Economy Class (no First Class) 777-300ER aircraft in the “NEV4” configuration. It has the previous generation Business Class product: 2-3-2 seating (with the dreaded middle seat), no direct aisle access for all, and a not-completely-lie-flat seat. </div>
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Air France is slowly converting most (but not all) of their aircraft in line with its competitors to a reverse herringbone layout cabin: 1-2-1 on the 777. Those aircraft currently fly to limited markets; flyertalk tracks them in <a href="http://www.flyertalk.com/forum/air-france-frequence-plus/1604744-777-new-cabins-deployment-schedule.html" target="_blank">this wiki.</a></div>
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At the gate earlier, I overheard upgrades were being cleared. Sure enough, the seat next to me would not remain empty on this flight to Paris. </div>
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Pillow, blanket, slippers, and coat hanger were already placed at the seat. </div>
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Seat back slot contents.</div>
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The noise canceling headphone was permanently attached to the seat. You can connect your own headphone at the port above, but it was a difficult reach. The water bottle holder was ingeniously located at your side.</div>
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Seat controls were simple and to the point.</div>
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Legroom</div>
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After everyone in Business Class had boarded, flight attendant picked up my jacket and distributed the amenity kit and a choice of newspapers. </div>
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I was offered Champagne, orange juice, and water followed by hot towel. </div>
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The cabin appeared to be ready for departure at 2:40 pm, the scheduled departure time. The captain introduced the flight and announced that there would be a 15-minute delay due to the loader being slow from to our plane’s late arrival. <br />
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<span style="text-align: center;">That was a blessing in disguise, because SFO was in two-runway operations (instead of four) and I could see a queue to Runway 28. While we waited at the gate, the lineup during this afternoon rush quickly diminished. By the time we pushed back (about 40 minutes late), we had a clear path to the runway.</span></div>
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Chic <i>France is in the Air</i> “<a href="https://www.youtube.com/watch?v=0N3J6fE-0JI" target="_blank">safety performance</a>”.</div>
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Truth be told, I never really got the <i>France is in the Air</i> advertising campaign. At no time did you see an airplane in the commercial. If you blinked, you would have missed the one scene of the in-flight product. After seeing <a href="https://www.youtube.com/watch?v=v-ahlbWNZPk" target="_blank">this commercial</a>, I was left scratching my head. </div>
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But as I later learned on this trip, being “French” – the lifestyle, the culture, the food – just simply being French, is the draw for the airline. Everyone likes to be French. Air France wants to capitalize that and promote it as “France in the Air”. </div>
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Crossing Runway 01R</div>
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Lining up Runway 28L</div>
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Goodbye SFO</div>
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We quickly broke through the ceiling, but the air remained choppy throughout the climb. The weather system was quite extensive. Clouds did not dissipate until we were well into our initial cruising altitude of 33,000 feet between Nevada and Utah.</div>
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Thirty minutes into the flight, beverage service began. The French is rather fancy and proper with packaging. It reminds me a lot of the Japanese. Here was a simple cashew with cranberries. Imagine how much space and waste they could save if the nut package was not boxed up.</div>
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The amuse-bouche was a tasty fresh mozzarella, pesto, tomato, and basil concoction (caprese on a spoon?). </div>
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Similar to my experience on British Airways, the beverage glass was too small for soda. Served with a bunch of ice, I downed my Diet Coke in two swigs. Flight attendant offered a refill a couple of times, but forgot the second. She later apologized for forgetting me, well into my meal. Thinking back, it would not have been proper if I had gotten a whole can of soda!</div>
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With the small two row cabin, service was quick and efficient. Food/drink cart always started from the back, my row. One hour into the flight at 35,000 feet, dinner service began somewhere north of Salt Lake City. </div>
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I was surprised to see the meal served on a tray ala Economy Class. How tacky! However, that was the point. The sticky mat on the tray tightly gripped the service items and prevented plates from falling during turbulence and tray handling. The salt and pepper shakers in red plastic cubes were most interesting. Not needing to use them, I tore them apart anyway to see how they worked.</div>
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I was getting rather concerned at this point. There was no menu and I had no idea what I was eating. And what were the choices for the main course? For the appetizer, the smoked salmon was easy to identify but what about the other piece? Yes, it must be foie gras. I have had pâté before, but not straight up foie gras. It had a gamey taste and fatty texture. I used a liberal amount of the jam to balance out this strange new flavor. Alas it was an acquired taste, I left half of it uneaten. </div>
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My flight attendant returned and apologized for not having a menu (“they did not board the menu”). She described the main choices by showing me her plating sheet (all in written in French, may I add). Choices were: beef with pepper sauce, Cajon prawns, ravioli with tomato sauce, or the special, lamb with vegetables. </div>
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I went with the special. Serving size was surprisingly large – no stingy chef here. Along with the main, I was served a cheese plate (how French!) and was offered a second round to the bread basket. The lamb stew was very tasty and the meat was tender. The only disappointment was the food temperature. The stew was just warm, not piping hot, and the bread had cooled off to near room temperature. <br />
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For dessert, the choices were a “trio”, mango or raspberry sorbet, or fruit plate. I went with the trio along with a perfectly-calming-before-bedtime rooibos-chamomile tea.</div>
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Overall, pacing for dinner was good. We completed dinner two hours into the flight, somewhere over South Dakota. Service was quick (but not rushed), but I was forgotten twice on my drink and tea refill. </div>
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Settling into the flight, I encountered the big negative of these non-direct aisle access seats. The idea is, even with your seatmate asleep in the flat position, you can still get in and out by stepping over the stretched legs. Well, this snorer next to me (who gathered curious looks from the seat ahead) slept with his knees up, legs in an inverted “V” position. I couldn’t believe it. Here I was flying in Business Class and I was trapped in my seat. I studied this scene for minutes, strategizing ways of getting out.</div>
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I ended up stepping on the armrest, yes, both of them, over this guy. And yes, I did the same getting back into my seat. Good thing that I am thin and limber!</div>
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The lavatory is the kind with a view. Lighted vanity and high-end lotion and soaps were a nice touch, but not unexpected for a premium class lavatory. </div>
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At the bar next to door 2, beverages and snacks were set up immediately after dinner. </div>
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Curiously, the actual “Le Bar” next to door 1 was not set up at all. In fact, that entire front area (galley, bar, lavatories) remained quiet, dark, and unused. If you are looking for a good night’s sleep, the front cabin is where you want to be.</div>
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I grabbed a couple of snacks for later and went back to my seat. It was bedtime. I knew the seat was not full 180° lie-flat, so I was curious how comfortable it would be. </div>
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That was as flat as it would go.</div>
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At the fully lowered position, the seat back was at a noticeable angle. The seat bottom did not go all the way forward to meet the legrest. Despite all that, once I laid down, the leg gap was not an issue and the angled recline was not uncomfortable. In fact, after a few minutes, all of these “issues” went unnoticed and I was able to relax.</div>
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The cabin temperature was slightly warm; I think a notch above what most would consider as the comfort zone. It was great for me, because I like my temperature warm and at no time did I feel a need to wrap myself up in a blanket. However, for those that prefer cool temperatures, you probably would find the cabin a bit warm.</div>
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I slept for about four hours, interrupted on occasion by the sound of a baby rattle. Alas, the drawbacks of being seated near the bulkhead (bassinet location).</div>
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About two hours before landing, flight attendant passed out hot towels in preparation for breakfast. Choices were cheese omelet, cold cheese and meat plate, or pudding. The pudding sounded interesting, but I had no idea what it really was. Whatever it was, it didn’t translate well. [After a quick google search – it probably was bread pudding, what we Americans call French Toast.]</div>
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The bread basket was filled with beautiful bread and pastry. I went with the brioche and the flight attendant pushed the apple pastry on me: “it’s really good,” she said. The pastry and bread were both tasty and the coffee nice and strong. Flight attendants quickly returned for juice and coffee refills. The cheese omelet was nothing special, your typical run-of-the-mill breakfast fare. </div>
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We were finishing breakfast as the sun rose over the English Channel. As I cleaned up with the final hot towel service, Continental Europe was now in sight.<br />
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<span style="text-align: center;">The purser came to me and said someone will be meeting me at the gate upon arrival. I thought, “is that a good thing or a bad thing?” Since she was smiling, it probably wasn’t bad. </span></div>
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The captain announced that we made up some time overnight and in spite our delayed departure, expected an on-time arrival at 10:15 am. Weather in Paris was partly cloudy and 3°C. In reality, it was more like low ceiling and haze. I couldn’t see the ground until the last couple minutes before touchdown and the nose camera was totally useless.</div>
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Nine hours and 43 minutes after lifting off from SFO, we touched down on CDG’s Runway 26L. </div>
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Less than 10 minutes later, we blocked at Gate E26 in Terminal 2E. Fortunately, this gate was located in the main terminal area, without the need to take a separate transfer bus or train.</div>
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After bidding “au revoir” to the flight attendants, I made the short walk up to door 2 and saw a ground agent holding an iPad with my name. The purser directed me to the agent. As it turned out, it was the personalized “Meet & Greet” arrival service, a courtesy extended to me by Air France. </div>
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She introduced herself and escorted me to VIP passport control. There was only one other person in line and I made it through quickly without being questioned. Of course, the drawback now was the long wait for my baggage. We made small talk about travel, tips on sightseeing in Paris, and the unusual cold weather they were currently experiencing in Paris. Interestingly enough, the display board showed an estimated arrival time for the bags. It would have been an arduous 20 to 25-minute wait, but first bags (including mine) showed up after about 10 minutes. </div>
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It was a long walk through the terminal to the central area and the CDGVAL automated shuttle train station. The CDGVAL train connects Terminals 1, 2, 3, and the car parks. My escort dropped me off there and I was on my way to my hotel at Roissypole in the Terminal 3 complex, a short 5-minute ride away.<br />
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Travelers can purchase the “Meet & Greet” personalized service for departure, arrival, or connection <a href="http://www.airfrance.us/US/en/common/guidevoyageur/aeroport/service_personnalise_aeroport.htm" target="_blank">from Air France here</a>. </div>
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<h4>
See <a href="http://benairblog.blogspot.com/2017/04/france-is-in-air-af-business-part-2.html" target="_blank">Part 2</a>, where I fly back home via LAX on the A380.</h4>
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</style>Ben Wanghttp://www.blogger.com/profile/15405993300561907143noreply@blogger.com0tag:blogger.com,1999:blog-1333764659139651896.post-17583125671273244462017-03-04T10:26:00.000-08:002017-04-08T13:36:19.366-07:00Airways - April 2017 Cover Story<style>
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I am happy to report that my article about <a href="http://flyairnorth.com/Experience/our-fleet.aspx" target="_blank">Air North’s Hawker Siddeley HS 748</a> is the cover subject in the <a href="https://airwaysmag.com/this-month-in-the-airways/airways-issue-254/" target="_blank">April 2017 issue of <i>Airways</i> magazine</a> – complete with a cover photo taken by yours truly!<span style="mso-spacerun: yes;"> </span>Air North is the last airline worldwide
flying the HS 748 in scheduled passenger operations.<span style="mso-spacerun: yes;"> </span>Two ATR-42 Combi’s are to replace HS 748 flights
in the first quarter of this year.<span style="mso-spacerun: yes;"> </span>Although
Air North is keeping the HS 748 for charter and cargo flights, sunset has definitely
come for this venerable British propliner.</div>
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This is a pretty special issue for me. Long time aviation cohort Bill Hough has an article about the Ford Trimotor, featuring gorgeous air-to-air photos from yet another aviation buddy, <a href="http://horizontalrain.com/" target="_blank">Sagar Pathak</a>.<br />
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Find <i>Airways</i> at your local newsstands.<span style="mso-spacerun: yes;"> </span>Or if they don’t exist anymore (like around
where I live), you may <a href="https://airwaysmag.com/product/apr2017/" target="_blank">purchase on-line</a> directly from <i>Airways</i> or download the
app (<a href="https://itunes.apple.com/us/app/airways-magazine/id936888079?mt=8" target="_blank">iTunes</a> or <a href="https://play.google.com/store/apps/details?id=com.airwaysnews.airwaysmagazine&hl=en" target="_blank">Google Play</a>) and purchase the electronic version.</div>
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Ben Wanghttp://www.blogger.com/profile/15405993300561907143noreply@blogger.com0tag:blogger.com,1999:blog-1333764659139651896.post-28365481440748219342016-12-31T09:14:00.000-08:002017-04-08T15:04:20.147-07:00A Look Back at 2016<i><br /></i>
<i>Whew!</i> It has been a busy final quarter of 2016. In October, I flew on<b> <a href="https://airwaysmag.com/airlines/singapore-airlines-begins-nonstop-service-san-francisco-singapore/" target="_blank">Singapore Airlines’ inaugural non-stop flight</a></b> from San Francisco to Singapore, on board my first A350 (<b><a href="http://benairblog.blogspot.com/2016/11/flying-xtra-long-on-xtra-wide_12.html" target="_blank">Trip Report</a></b>).<br />
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Two weeks after near the Equator in Singapore, I found myself crossing the Arctic Circle in the Yukon. I flew in an Air North Hawker Siddeley HS 748 before they to retire from scheduled passenger service in early 2017. It was also my first flight on the HS 748 (and very well be my only/last flight). <br />
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Which leads into my final <b><a href="https://youtu.be/VHA6ZulrMVQ" target="_blank">video trip report</a></b> for the year. The story to go with it was published in the <a href="https://airwaysmag.com/product/apr2017/" target="_blank">April 2017 issue of <i>Airways</i> magazine</a>.<br />
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Two weeks after the Great White North, I was back in the Tropics. This time on a real vacation in Maui. <br />
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<tr><td class="tr-caption" style="text-align: center;"><b>All that travel in five weeks! (26,326 total miles)</b></td></tr>
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I certainly had a productive year in 2016. Looking back at some highlights:<br />
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In January, I had a closeup look of the fire-damaged Dynamic Air 767-200 on the Florida Aviation Photography tour at Ft. Lauderdale (FLL).<br />
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In February, I took my first trip on VIA Rail in Canada, on board the classic streamliner train <b><a href="https://youtu.be/XaPGsJlS-MQ" target="_blank"><i>Canadian</i> with the Moonlighters</a></b>. <br />
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In March, I flew in an <b><a href="http://benairblog.blogspot.com/2016/04/flying-747-400-in-seat-1a.html" target="_blank">United 747-400 on a domestic flight</a></b>: seat 1A on the way out and upper deck on the return.<br />
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In May, I experienced the <b><a href="https://youtu.be/iRc9hmiGNvs" target="_blank">world-famous beach landing</a></b> at Barra, Scotland. It was also my first Twin Otter flight. A story in <i>Airways</i> is to come.<br />
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<a href="https://1.bp.blogspot.com/-D_Taa7te1tw/V0EuObLmGUI/AAAAAAAAQl8/3T3e5dNORe0ktmcuEmObStgwLlCJv7kMQCPcB/s1600/IMG_2512-copy.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="229" src="https://1.bp.blogspot.com/-D_Taa7te1tw/V0EuObLmGUI/AAAAAAAAQl8/3T3e5dNORe0ktmcuEmObStgwLlCJv7kMQCPcB/s320/IMG_2512-copy.jpg" width="320" /></a></div>
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In June, I went on my first “big assignment" for <i>Airways</i> for an exclusive story about <a href="https://airwaysmag.com/industry/first-look-southwest-airlines-new-cabin/" target="_blank"><b>Southwest Airlines’ new “Heart” cabin</b></a>. I also got a cool behind-the-scenes tour at SWA Headquarters. I am proud to say that it was the 9th <a href="https://airwaysmag.com/best-of-airways/read-airways-stories-2016/" target="_blank"><b>most read article</b></a> on the <i>Airways</i> website in 2016!<br />
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A few days later, I had a fun time with my spotter buddies on board <b><a href="http://benairblog.blogspot.com/2016/06/southwest-long-beach-inaugural.html" target="_blank">Southwest Airlines’ inaugural flight to and from Long Beach</a></b> (LGB).<br />
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Speaking of inaugurals, it was a banner year at my home airport, Mineta San Jose International (SJC). I had the pleasure of covering the following inaugural events, watching my airport coming to its own against San Francisco (SFO).<br />
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<b><a href="https://airwaysmag.com/airlines/british-airways-launches-san-jose-california-london-heathrow-service/" target="_blank">British Airways to London Heathrow</a> </b>(LHR) in May. I flew on this flight, my first -9 series of the 787 Dreamliner.<br />
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<a href="https://3.bp.blogspot.com/-HzN4UNIlMys/V0FD1PFVelI/AAAAAAAAQsw/bZLXy0npQjcfbT5JGQtBvaTMVuzoZOPzQCPcB/s1600/002-IMG_2073-copy.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="237" src="https://3.bp.blogspot.com/-HzN4UNIlMys/V0FD1PFVelI/AAAAAAAAQsw/bZLXy0npQjcfbT5JGQtBvaTMVuzoZOPzQCPcB/s320/002-IMG_2073-copy.jpg" width="320" /></a></div>
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<b><a href="https://flic.kr/s/aHskzfcP2H" target="_blank">Lufthansa to Frankfurt</a> </b>(FRA) in July.<br />
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<b><a href="https://flic.kr/s/aHskGeNark" target="_blank">Air China to Shanghai Pudong</a> </b>(PVG) in September.<br />
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Why does an airline like KLM need a <a href="https://airwaysmag.com/airlines/klm-opens-pop-san-francisco/" target="_blank"><b>Pop-Up Store</b></a>? For brand awareness. It is hard for me to fathom how can anyone not know a major international airline like KLM. But as I learned, most people don’t.<br />
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Finally, Alaska Airlines and Virgin America formally completed their merger in December. It was a crazy day covering the event, but now, there is “<b><a href="https://airwaysmag.com/airlines/alaska-airlines-virgin-america-love/" target="_blank">More to Love</a></b>”.<br />
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<a href="http://www.airliners.net/photo/Alaska-Airlines/Boeing-737-990-ER/4123833/L" target="_blank"><img border="0" height="213" src="https://4.bp.blogspot.com/-2M3PKjQpoSI/WGfk6MhI6AI/AAAAAAAARlE/X1iP0stHwcgdw-isMBc7G_H4sAnsq1xMACPcB/s320/4123833-v44ea927be83-15.jpg" width="320" /></a></div>
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Here is to a more productive 2017!<br />
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<span style="font-size: small;">2016 Flight Maps</span></h2>
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<tr><td class="tr-caption" style="text-align: center;">2016 Flights - U.S. Domestic</td></tr>
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<tr><td class="tr-caption" style="text-align: center;">2016 Flights - International</td></tr>
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<br />Ben Wanghttp://www.blogger.com/profile/15405993300561907143noreply@blogger.com2tag:blogger.com,1999:blog-1333764659139651896.post-50839536733025551442016-11-12T22:54:00.000-08:002017-09-24T10:55:06.841-07:00Flying Xtra Long on the Xtra Wide<h2>
<span style="font-size: x-small;">San Francisco to Singapore Non Stop on Singapore Airlines’ Inaugural A350 Flight</span></h2>
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<tr><td class="tr-caption" style="text-align: center;">Credit: Singapore Airlines</td></tr>
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<a name='more'></a>On October 23, 2016, Singapore Airlines re-started non stop service between the United States and Singapore using the brand new Airbus A350-900 XWB (Xtra Wide Body). San Francisco International (SFO) had the honor of being the first U.S. airport to receive the new ultra long haul service. It also marked the A350’s first service to the Western U.S. </div>
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Being a resident of the San Francisco Bay Area, I had to take part in this historical flight. I took advantage of the special introductory pricing of $1500 round-trip (including taxes) in Premium Economy. By comparison, prices in other cabins were $4700 round-trip in “New” Business Class and $1050 round-trip in “New” Economy.<br />
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When I finally committed to the trip, there were no more window seats available in the rather small 24-seat, three-row Premium Economy cabin. Windows were popular: none would ever open up. I took advantage of Book the Cook or “BTC”, a popular premium class pre-flight meal ordering service now extended to Premium Economy. Even though the meal is still “economy”, as you will see later, the quality and presentation of the BTC meal seemed to be nicer and a notch higher quality.</div>
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For reference, here were the Premium Economy BTC meal choices on my flights:</div>
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Pre-Flight</h4>
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The inbound flight SQ32 to SFO was arriving more than one hour early due to favorable tailwinds. As a result, I had to leave early for the airport. At SFO, it was obvious that the airport was very proud of this occasion. Banners and posters announcing the service were on display everywhere. I was excited to be part of the historical occasion.</div>
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At the ticket counter, staff was still busy setting up; it was still early. At 8:40 am, exactly 3.5 hours prior to departure, the counters officially opened.<br />
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I went up to my friend / fellow spotter / gate agent Alex who checked me into the flight. Alex thoroughly went over all the information with me: gate event, free 15 Mb wifi coupon for the flight, priority security lane, and direction to the lounge.<br />
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Mr. Zsau, Singapore Airlines’ Vice President Northwest Operations (as I later found out) was at the counter actively greeting passengers and assisting with the check-in process. He provided me a valuable tip on where to view the arriving flight – not at the gate, not in the lounge, but as it turned out, where I would normally go as a spotter.<br />
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Shortly after 9 am, I had my first ever sighting of an Airbus A350 as aircraft 9V-SMF taxied around the corner at the G concourse.<br />
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As an ardent fan of the 787 Dreamliner, it pains me to say it – but the A350 actually does look stylish. The bullet shaped nose and the black “panda” windshield were very distinctive.<br />
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Moreover, the curvaceous tapered winglet is very elegant. It is clear why that winglet is an oft-used element when advertising the A350. Aircraft –SMF, delivered only nine days prior, was tasked to undertake the inaugural flights. Not only because it was the airlines’ newest A350, it is also the 10,000<sup>th</sup> Airbus aircraft, making this historical flight even more significant.<br />
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As part of the inaugural activities, I was invited to the SilverKris Lounge. (Note: lounge access is not included with Premium Economy ticket.) Despite it being a relatively small lounge, it was comfortable and tastefully decorated.<br />
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There was an excellent selection breakfast food items (but it was still too early for Laksa) and adult beverages (not too early for some). View of the even number G-gates (a view us spotters don’t normally have) can also be had. I had just enough time for a quick bite of quiche and use the wifi to download the press kit before heading down to the gate for the inaugural festivities.<br />
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Gate G93 was decked out with more A350 signage, Singapore Airlines logos, and flowers<span class="s1">.</span> With the introduction of “game changing” aircraft such as the Boeing 787 and the Airbus A380 over the past years, airlines have made a big deal over new aircraft launches. It is now expected that a service launch - especially one with new aircraft - will have a big hoopla. As an airline enthusiast, I am appreciative that airlines and airports realize the significance of these events and go out of their way to make them special.<br />
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Consistent with Singapore Airline’s elegance<span class="s1">,</span> beautifully presented appetizers, bite-sized sandwiches<span class="s1">,</span> and desserts were available for all passengers. <br />
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With a thundering drumbeat and clacking of cymbals, lion dancers soon appeared. The lion was playful and interacted with the crowd, much to everyone’s delight. After unraveling a “Good Luck” banner, obligatory speeches followed.<br />
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SFO spokesperson Doug Yakel introduced the speakers: SFO Chief Operating Officer Jeff Littlefield and Singapore Airlines Regional Vice President Americas Sek Eng Lee. The event culminated in a ribbon cutting. <br />
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Before boarding, I had the two “Singapore Girls” present pose a photo with me. Created the 1972, Singapore Airlines’ stewardesses are known as “Singapore Girls”. Wearing a distinctive “sarong kebaya” created by French fashion designer Pierre Balmain, “Singapore Girls” are featured prominently by the airline as a symbol of their Asian heritage and high quality service. Recognized worldwide, “Singapore Girls” have become a global icon.<br />
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<h4>
The Flight</h4>
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<b>Personal Achievements:</b></div>
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<ul>
<li>1<sup>st</sup> Airbus A350 flight</li>
<li>1<sup>st</sup> SFO inaugural flight</li>
<li>Longest SFO flight (distance and duration) </li>
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<b>Aircraft</b>: Airbus A350-900 </div>
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<b>Registration</b>: 9V-SMF (msn 54)</div>
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<i>10,000<sup>th</sup> Airbus Built</i></div>
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<b>Aircraft Delivered (age)</b>: 14 Oct 2016 (9 days)</div>
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<b>Flight</b>: SQ 31</div>
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San Francisco (SFO) – Singapore (SIN)</div>
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<b>Scheduled Departure – Arrival</b>: 11:40 am – 7:10 pm</div>
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<b>Actual Departure – Arrival</b>: 11:41 am (Gate G93) – 7:23 pm (Gate A1)</div>
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<b>Depart SFO Runway 28L</b>: 12:04 pm</div>
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<b>Arrive SIN</b>: 7:17 pm</div>
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<b>Duration</b>: 16 hours 12 minutes</div>
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<b>Loads:</b><br />
Business and Premium Economy: 100% full</div>
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Economy: ~90% full</div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://1.bp.blogspot.com/-kjILR7uwvpk/WCV3OP2TL_I/AAAAAAAARVU/S1zq-Mojl7g-aH2gQU9NLHUDSpYKISXtQCPcB/s1600/SQ31.png" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="220" src="https://1.bp.blogspot.com/-kjILR7uwvpk/WCV3OP2TL_I/AAAAAAAARVU/S1zq-Mojl7g-aH2gQU9NLHUDSpYKISXtQCPcB/s400/SQ31.png" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><a href="http://flightaware.com/live/flight/SIA31/history/20161023/1840Z/KSFO/WSSS" target="_blank"><span style="font-size: small;">Flightaware flight track</span></a></td></tr>
</tbody></table>
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I was given an opportunity to pre-board the aircraft to take photos of the cabin. After picking up my gift bag, I stepped foot on board my very first A350.<br />
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“New” Business Class is in a 1-2-1 configuration and has 42 seats over two cabins. Seat pitch is 51 inches and the airline claims it is the industry’s widest flat bed. When extended, bed length is 78 inches. These redesigned seats have increased recline and additional space for storage.<br />
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Seatback monitor is 18-inches.<br />
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Launched in 2015, the 24-seat 2-4-2 configuration Premium Economy cabin offers additional space over Economy – 18.5 to 19.5 inches width and 38 inches pitch, with legrests and footbar. A large 13.3-inch personal monitor compliments the distinctive seat styling. <br />
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Finally, the 187-seat 3-3-3 configuration “New” Economy Class features a redesigned backrest and headrest. Seat back monitor is also larger at 11.1 inches; seat pitch is 32 inches. <br />
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After running around feverishly taking photos before boarding (all the while staying out of the way of the crew and other reporters), I finally settled into my seat. The airbag seatbelt was a first for me in economy. The seat cushion also felt a bit hard. <br />
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Seat pocket was stocked with typical items though there was no Duty Free catalog (no Duty Free sales either). Noise cancelling headphone (ala Business Class) was a nice amenity. The netting above the seat pocket was very handy and that was the space I utilized the most for storage. The inaugural flight, cabin-specific menu was an unexpected but a nice touch.<br />
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Surprisingly enough, the Captain provided quite a detailed routing for our flight in the welcome announcement. It was a nice gesture for the avgeeks, but isn’t it just straight across the middle of the Pacific Ocean? The weather enroute was expected to occasionally bumpy and Singapore was cloudy with thunderstorms<span class="s1">.</span><br />
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My 13.3” touchscreen seat-back monitor was delightfully large and comfortable to read from a distance. The Panasonic eX3 in-flight entertainment (IFE) system was very responsive. The map showed expected flying time of 15 hours 45 minutes with distance of 8<span class="s1">,</span>446 miles. The remote control had a large color touchscreen and worked like a smart phone.<br />
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Actually, I did not realize this until later in the flight, but I could connect to the IFE with my smartphone and use it as a remote control. Holding onto my own phone was a lot more comfortable than holding on to the bulky in-seat remote.<br />
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<span style="text-align: center;">From my phone, I could see the entire IFE selection and create my playlist straight there. Screens drilling down each layer were responsive and the video controls worked well – majority of the time. After waking my phone from to sleep, it took a few seconds to reconnect back to wifi resulting in a wait/lag of the IFE control. During those situations, it was simply faster/easier to use the at-seat or on-screen control.</span></div>
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<tr><td class="tr-caption" style="text-align: center;">iPhone screenshots</td></tr>
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Engine start was not boomy on this Rolls-Royce Trent powered A350. After engine start, a curious electrical whine followed, not unlike during a 787 engine start. As I later found out on my return flight seated next to the window, it probably was the sound of lowering flaps.<br />
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We taxied swiftly and without delay to Runway 28L. When we power up for takeoff, there was swift acceleration - a kick in the pants. Rotating near the S-F-O water tanks, the entire takeoff run was very quiet. In fact, climb out was extremely quiet as well – I was very impressed! As with all non-U.S. carriers I have flown, seatbelt sign went off as soon as we reached 10,000 feet.<br />
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Flight attendants passed out amenity kits. Disappointingly, it only contained a toothbrush and a pair of flight socks (orange – matching the pillow). “Not my color” according to my seat mate, but he put them on anyway. At the least, I expected earplugs and eyeshades. <br />
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An announcement was made that champagne will be served to celebrate our inaugural flight. Flight attendants came around the cabin and served a choice of Champagne, beer, orange juice, or water. There was no toast, but here was my rather uninteresting OJ toasting this inaugural flight.<br />
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When we reached our initial cruising attitude of 36,000 feet (our final would be 40,000 feet), the cabin lights dimmed. The cabin temperature was quite cold<span class="s1">.</span> I contemplated getting my sweater from my bag in the overhead, but decided to wrap myself up in a blanket instead. That blanket would become my close companion for the next 16 hours. I noticed others complained about the temperature to the flight attendant as well, but apparently it was something that they could not fix. </div>
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We were served two packets of peanuts and I expected a beverage service to follow. But it never did, which I thought it was rather strange. Perhaps the Champagne service earlier was it.<br />
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Lunch service followed about a half hour later. The meal cart came by and a “Singapore Girl” confirmed my “BTC” order of Korean Beef Ribs. Galbi is one of my favorite food items and I was very curious how the in-flight version would fare.<br />
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<span style="text-align: center;">Meal tray was lined with linen, which gave a touch of class. I took a peek at the other trays in the cart – the Economy Class meals trays do not have linen. Although I did not see the Economy Class menu, I highly suspect the warm meal choices between Premium Economy and Economy were the same.</span></div>
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For my beverage, I ordered citrus breeze. Even though it was not something the flight attendants could handily make from their drink cart, the “Singapore Guy” happily took my order and later delivered it from the “bar”. The citrus breeze was delicious and was very refreshing. It is something I have to remember for future flights!<br />
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As luck would have it, we encountered bumpy air and the seat belt sign lit up. Seems to always happen during mealtime. <br />
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The tabbouleh couscous salad appetizer was very tasty and felt very high-end – appropriate for the “premium” feel. The crackers, unfortunately, did not fare too well. They were cracked and crumbly and most of my cheese from Oregon had to go without their crunchy companion.<br />
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On to the main. The beef short ribs were very flavorful, cooked with the as expected salty yet fruity kalbi sauce. Unfortunately, the meat had lots of tendon and I felt like I was chewing rubber bands with my meat. That was disappointing. Despite the extra width of these Premium Economy seats (no more armrest fights!), cutting with a fork and knife on a small tray was still a challenge. Not wanting to make a mess by spilling my tray or elbowing my neighbor, I opted to enjoy my ribs by using my fingers instead. I can say that I have had worse cuts of ribs in restaurants, so I rate it as “not too bad”. The kimchi rice was very tasty, as was the clear noodles (“japchae”). Overall, the meal was “good” for being flavorful and unique tasting (that is, not ‘standard airplane fare’), though the rib was not the best of cuts. <br />
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Ice cream quickly followed after I completed my meal. I was expecting my used tray to be picked up at the same time, but it was not. In fact, though out the entire meal service, one of the “Singapore Girls” serving my aisle seemed frazzled – not everything went smoothly. First day jitters perhaps, but I really felt for her. When the bar cart finally showed up to pick up the dirty trays, I ordered coffee to go with the Haagen-Dazs. The coffee was very strong, just the way I like it. Based upon my experience later in my trip, I can safely conclude that Singaporeans prefer their coffee strong.<br />
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“Singapore Girl” quickly returned for coffee and tea refills. I was expecting a simple top off of my cup. Instead I got nicely presented tray. It’s the little touches like this that makes flying Singapore special.<br />
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With the meal service now complete, flight attendants passed out water bottles and the cabin darkened and settled into a hushed silence. <br />
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After that hectic morning, I finally had a chance to checkout my goodie bag. Wow – what a nice surprise! There was an inaugural flight certificate, a batik colored luggage belt, a commemorative leather luggage tag from Gump’s (go ahead, look them up, I have never heard of them either), and the best part, a 1/400 diecast model of the A350! Granted, the model did not have a registration number nor did it have the 10,000<sup>th</sup> Airbus logo, but it was a lovely gesture on Singapore’s part to provide such a valuable collection of memorabilia. <br />
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While I was unpacking my goodies, a couple “Singapore Girls” took note and gathered around me. We unpacked boxes together and tried to figure out what was in them. This was really something unique that I have only experienced on a handful of airlines. The genuine care and interest that crew members extend really makes a huge difference in the flight experience. I asked them to have the model box signed by the pilots and the menu signed by the flight attendants. “Singapore Girls” were more than happy to oblige. <br />
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As I was moving my stuff up and down the center overhead bins, I found they were high and away from the aisle, making them hard for me to reach. I had to step on the foothold and hang over the person seated. I later figured out why: the bins were designed to go over the three-seats in Economy instead of the four-seats in Premium Economy, that’s why they were difficult to reach for my short stature. <br />
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Premium Economy cabin was at a nice location where there was very little foot traffic. Located immediately behind Business Class, all Economy lavatories were aft of this cabin<span class="s1">.</span> Unfortunately, the back of this small cabin was also the bulkhead location for the bassinets in Economy. On this flight, there were at least two crying babies. I may have heard a third, but that could have been a screaming toddler. Nevertheless, “Singapore Girls” were helpful to the parents, holding and playing with the babies (awe, so cute!). <br />
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As expected, even the Economy Class lavatory was stocked with amenities: lotion, mouth wash, toilet water, comb, and toothbrush were available for your disposal. I think Airbus tried to outdo the 787’s automatic toilet covers here; the A350 has an automatic trash bin lid! <br />
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Between meals, there was frequent water and snack tray service. I opted to pay personal visits to the galley instead. I was curious whether there was an Economy snack bar. There was not. Despite that, it was a nice excuse to chat with the “Singapore Girls” and “Singapore Guys”. Even though they were always busy preparing something, they were always happy to help me decide on my snack selection. I went with a bag of Sun Chips and an apple. <br />
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A bit over eight hours into the flight, sunrise lighting filled the cabin and flight attendants distributed hot towels in preparation for dinner. Not wanting to have another beef dish, I decided to abandon my BTC meal and told my “Singapore Girl” that I instead wanted the chicken parmesan off the menu. She did not hesitate fulfilling my request. For my drink, I got Coke Zero. The “Singapore Guy” offered me the full can without asking – nice!<br />
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Just like the appetizer at lunch, the smoked salmon appetizer for dinner was delicious. It tasted fresh and gave a nice high-end feel. Unfortunately, just like the previous meal, my cracker was broken. The most disappointing part of the meal, however, was the chicken parmesan. The breading on the chicken was damp (which was what I was afraid of) and the whole dish tasted like your run-of-the-mill reheated frozen microwave airline meal. I regretted not sticking with my BTC order. The dessert – despite it looking like strawberry cheesecake – was not. Looking back at the menu, it was panna cotta<span class="s1">.</span> It didn’t taste like that either. Once again, I had to wait for a while before my dirty tray was picked up. I give this meal barely a passing grade. The only saving grace was the appetizer and the good service. <br />
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<a href="https://3.bp.blogspot.com/-aIYFygem6IA/WCV3FqwARdI/AAAAAAAARVU/u5eb-aEI4vAJa8RW_0mrkeHck7IbbOXsgCPcB/s1600/IMG_3059-1200edited.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="240" src="https://3.bp.blogspot.com/-aIYFygem6IA/WCV3FqwARdI/AAAAAAAARVU/u5eb-aEI4vAJa8RW_0mrkeHck7IbbOXsgCPcB/s320/IMG_3059-1200edited.jpg" width="320" /></a></div>
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After clocking almost 10 hours, we finished dinner. Lights in the cabin dimmed again. On a typical long-haul flight, this is the point where you tell yourself, “alright, we are almost there, maybe top it off with a nap”. I looked at the map, 6.5 hours to go. Damn! Seeing me looking at the map, my seatmate asked, “how many hours to go?” I broke him the bad news<span class="s1">,</span> “six more hours.” He replied, “at least there is plenty of time to use that free internet voucher”. <br />
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We thus connected to the satellite internet whilst between Guam and the Philippines. It would be a good test. I had worked on my inaugural flight article throughout the flight. It would be fun to get the article and photos submitted prior to landing. Alas the wifi was slow. I did not have problems sending or receiving emails, but the wifi was not usable when I tried to upload photos to my Dropbox.<br />
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<a href="https://4.bp.blogspot.com/-lgrVHgnijAc/WCV3FsBwUQI/AAAAAAAARVU/B8BoqS36dIEBnNLve9uczRsrUl9TEjBXgCPcB/s1600/IMG_3053-1200edited.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="320" src="https://4.bp.blogspot.com/-lgrVHgnijAc/WCV3FsBwUQI/AAAAAAAARVU/B8BoqS36dIEBnNLve9uczRsrUl9TEjBXgCPcB/s320/IMG_3053-1200edited.jpg" width="240" /></a></div>
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Too bad, after spending all that time on my article, it was all for naught. I gave up on the wifi and tried to go to sleep. Despite having legrest and footrest, and the fact that I was able to recline all the way (no one behind me), I was not able to get comfortable. The footrest was perfectly placed while seated upright. However when the seat was reclined, the position of the legrest and footrest didn’t line up: my feet just hung off the edge. In addition, the legrest did not raise to a high enough angle to put myself in a comfortable “Z” position. I was disappointed. That on top of the two babies screaming behind me…there was no way…<br />
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About 2.5 hours to go, the “Singapore Girl” brought the entire snack tray out. It had the same selection as I saw in the gallery previously: Tuna or vegetarian sandwich, apples, Sun Chips, cookies. Another round? Sure, why not…what else was there to do.<br />
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<a href="https://1.bp.blogspot.com/-03135rEDg7w/WCV3Fn6u0YI/AAAAAAAARVU/1SEGhL71ljIunDIl5s4oa-zjiPId1X06gCPcB/s1600/IMG_3069-1200edited.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="236" src="https://1.bp.blogspot.com/-03135rEDg7w/WCV3Fn6u0YI/AAAAAAAARVU/1SEGhL71ljIunDIl5s4oa-zjiPId1X06gCPcB/s320/IMG_3069-1200edited.jpg" width="320" /></a></div>
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<span style="text-align: center;">Just a short half-hour later, another snack tray came out. But this time</span><span class="s1" style="text-align: center;">,</span><span style="text-align: center;"> it was the official “refreshment” portion of the menu: tuna or vegetarian wrap.</span></div>
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<a href="https://1.bp.blogspot.com/--qxcZFYmm20/WCV3Fvelu3I/AAAAAAAARVU/V3Tf0ODt8ywfTSxD6xuu0W3z9Ud6tUgqQCPcB/s1600/IMG_3074-1200edited.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="320" src="https://1.bp.blogspot.com/--qxcZFYmm20/WCV3Fvelu3I/AAAAAAAARVU/V3Tf0ODt8ywfTSxD6xuu0W3z9Ud6tUgqQCPcB/s320/IMG_3074-1200edited.jpg" width="240" /></a></div>
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One hour to go (finally), cabin lights came back up. The captain announced the weather in Singapore was fair but it had just rained. Temperature was 26C. We expected an early 7:05 pm arrival. He concluded<span class="s1">,</span> “thank you for flying the inaugural flight from San Francisco to Singapore.” After “prepare for landing”, we made deviations from our approach due to traffic congestion. The captain kept us informed of the reason for the maneuvers, which resulted in a slight delay to our arrival.</div>
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A disconcertingly loud “thud” announced the lowering of the main gears. A “clank” followed with the closing of the gear doors<span class="s1">.</span> Looking at the pictures later – yeah, I was seated over the main gears. <br />
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After 8,997 miles, more than 16 hours after departing SFO, we made a heavy landing on a wet runway at SIN at 7:17 pm local time. After a short taxi, we arrived at Gate A1 in Terminal 3. During deplaning, flight attendants curtained off Business Class to ensure all passengers there have deplaned before us commoners rush the front cabin. Considering we were only 13 minutes late, there was a number of people running off to their connection to Hyderabad. <br />
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<h4>
The Return</h4>
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I had hoped to get an upgrade to Business Class on my return flight to SFO. Alas it was full, so Premium Economy again - on the same airplane even. As such, I will only highlight some of the differences.<br />
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<h4>
Pre-Flight</h4>
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At Singapore Airlines’ home airport, Premium Economy has its own dedicated row. The counter agent was very helpful, looking into my standby upgrade (“sorry, Business is full”). I requested relocating to a bulkhead window seat in 31K (normally blocked). She gladly made a phone call to have the seat released to her.<br />
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Security check in Singapore took place at the boarding gate, which opened one hour prior to departure. Once I was in the gate hold area, however, I was stuck there (which meant no more shopping and restaurants). It’s best to hold off your trip to the gate as late as you can. <br />
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<a href="https://3.bp.blogspot.com/-9ArzFMVeDPQ/WCV3FijMDmI/AAAAAAAARVU/NmuLDWfLwnM7-t0WiGlPteyyyfFbAM1SgCPcB/s1600/IMG_3231-1200edited.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="240" src="https://3.bp.blogspot.com/-9ArzFMVeDPQ/WCV3FijMDmI/AAAAAAAARVU/NmuLDWfLwnM7-t0WiGlPteyyyfFbAM1SgCPcB/s320/IMG_3231-1200edited.jpg" width="320" /></a></div>
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Thirty minutes before departure, boarding commenced with Business Class. To my pleasant surprise, Premium Economy boarded with Star Alliance Gold on the second group. After boarding, it was apparent that this would be a light load to San Francisco. The fully loaded front half of the plane probably paid for the flight on this Thursday; I estimate we were only 50% full in the back (both Premium Economy and Economy).<br />
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Despite not being in Business, having a bulkhead row to myself was really the next best thing. </div>
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<h4>
The Flight</h4>
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<a href="https://1.bp.blogspot.com/-xlaQXAdVJT0/WCV3FqnsdWI/AAAAAAAARVU/SItOknQ-zRAKeC_325xSbhnayxpc76uaACPcB/s1600/5D3_4189-1200edited.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="213" src="https://1.bp.blogspot.com/-xlaQXAdVJT0/WCV3FqnsdWI/AAAAAAAARVU/SItOknQ-zRAKeC_325xSbhnayxpc76uaACPcB/s320/5D3_4189-1200edited.jpg" width="320" /></a></div>
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<b>Flight</b>: SQ 32</div>
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Singapore (SIN) – San Francisco (SFO) </div>
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<b>Scheduled Departure – Arrival</b>: 9:25 am – 10:10 am</div>
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<b>Actual Departure – Arrival</b>: 9:26 am (Gate B9) – 8:52 am (Gate G93)</div>
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<b>Depart SIN Runway 02L</b>: 9:43 am</div>
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<b>Arrive SFO Runway 28R</b>: 8:43 am</div>
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<b>Duration</b>: 13 hours 59 minutes</div>
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<b>Loads</b>:<br />
Business: 100% full</div>
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Premium Economy and Economy: ~50% full</div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://3.bp.blogspot.com/-u_7J-gHcWs0/WCV3OGdN47I/AAAAAAAARVU/utnj2Rsc-0wXiF_UGxmVGIblY2wzYbSNwCPcB/s1600/SQ32.png" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="166" src="https://3.bp.blogspot.com/-u_7J-gHcWs0/WCV3OGdN47I/AAAAAAAARVU/utnj2Rsc-0wXiF_UGxmVGIblY2wzYbSNwCPcB/s320/SQ32.png" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><a href="http://flightaware.com/live/flight/SIA32/history/20161027/0125Z/WSSS/KSFO" target="_blank"><span style="font-size: small;">Flightaware flight track</span></a></td></tr>
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A350 amenity kit!<br />
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<a href="https://1.bp.blogspot.com/-1DHf5QH16x4/WCV3Fl8rKWI/AAAAAAAARVU/TusJHRFJ_aoKNrLQPF2BSQC8FBsBPENCQCPcB/s1600/IMG_3236-1200edited.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="240" src="https://1.bp.blogspot.com/-1DHf5QH16x4/WCV3Fl8rKWI/AAAAAAAARVU/TusJHRFJ_aoKNrLQPF2BSQC8FBsBPENCQCPcB/s320/IMG_3236-1200edited.jpg" width="320" /></a></div>
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<h4>
Meal Service</h4>
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<a href="https://4.bp.blogspot.com/-XeUnzjsQIK4/WCV3FnIOv6I/AAAAAAAARVU/zm7M7WQqfiMdcwACBlS532KCLDdAlpMsQCPcB/s1600/IMG_6951-1200edited.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="320" src="https://4.bp.blogspot.com/-XeUnzjsQIK4/WCV3FnIOv6I/AAAAAAAARVU/zm7M7WQqfiMdcwACBlS532KCLDdAlpMsQCPcB/s320/IMG_6951-1200edited.jpg" width="180" /></a></div>
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This was the most significant difference between my two flights, both in terms of the catering and the way the meal was served. <br />
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Shortly after departure, the purser came by and confirmed my Book the Cook order. “Nasi lemak, Mr. Wang?” and placed a sticker next to my seat. <br />
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After takeoff, a “Singapore Girl” went around the cabin and took meal orders (similar to Business Class). She quickly apologized for not noticing that I had preordered a meal. <br />
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Everyone’s meal tray came individually from “somewhere behind us”. At no time did I see a meal cart (similar to Business Class). “Singapore Girl” came by with a pitcher of coffee or tea. I went with tea. <br />
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Onto my nasi lamek with fried chicken. It is a classic Singaporean/Malaysian breakfast meal. I was unsure about this meal when I ordered it. It is definitely an unique but unusual meal for airplane food. I was not too sure how well it would turn out in the air.<br />
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<a href="https://2.bp.blogspot.com/-sG5OMsDjpP4/WCV3FguCDuI/AAAAAAAARVU/RLVCtDnn7acerrTRPEM5b8wZfpEKFdTDgCPcB/s1600/IMG_3237-1200edited.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="240" src="https://2.bp.blogspot.com/-sG5OMsDjpP4/WCV3FguCDuI/AAAAAAAARVU/RLVCtDnn7acerrTRPEM5b8wZfpEKFdTDgCPcB/s320/IMG_3237-1200edited.jpg" width="320" /></a></div>
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I unwrapped the foil. I was greeted with an amazing aroma of coconut infused fragrant rice. Wow! It was not a smell I normally associate with airplane food. I popped open the lid on the chili paste and the accompaniments. Wow! The pungent smell of fish and chili. Again, more unique smells I would not expect with airplane food. <br />
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<a href="https://3.bp.blogspot.com/-5ktGkUyKBqg/WCV3FhXgAlI/AAAAAAAARVU/xQEaOa33Sc0Uaa2eBV-itk2r0nIXHKmXgCPcB/s1600/IMG_3240-1200edited.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="240" src="https://3.bp.blogspot.com/-5ktGkUyKBqg/WCV3FhXgAlI/AAAAAAAARVU/xQEaOa33Sc0Uaa2eBV-itk2r0nIXHKmXgCPcB/s320/IMG_3240-1200edited.jpg" width="320" /></a></div>
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Everything tasted fresh. I would not have been surprised if it was freshly made that morning. The rice was perfect (not wet or “microwaved”) and the chicken had a nice crunch. The small bits of anchovies and roasted peanuts (required sidebits for nasi lemak) were crunchy and flavorful. The baked egg (egg – another requisite nasi lemak item) plus some mystery steamed item were tasty as well. The chili paste was fishy but not spicy, a perfect complement to the chicken and the egg. Hands down, this was the most delicious Economy Class meal I have ever had! The quality was high, food tasted fresh, and the experience was unique: an un-airline meal, as it were. A perfect 10! </div>
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Unlike my inbound flight, I did not have a dirty tray in front of me waiting to be picked up. Perfectly satisfied after that amazing breakfast, I watch a program about food while slipping my pu-erh tea. The cabin temperature was comfortable. Unlike the outbound flight, I did not have to wrap myself in a blanket.</div>
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Even though there was not an official Economy snack bar, the flight attendants set something up in the galley. There was a variety of chips, chocolates, peanuts, and dried cranberries to choose from, as well a basket of fruit. I grabbed an apple and a package of cranberries to snack on.</div>
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Six and a half hours to go, sunrise lighting filled the cabin. It was 5 pm in Singapore and I was hungry for dinner. “Almonds and cashews” was a lot nicer than plain peanuts served on the inbound flight. </div>
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Disappointingly, my rosemary beef brisket dinner was underwhelming when compared with that amazing breakfast. While the rosemary sauce was tasty (and different), it was still just your basic beef and potato meal. Once again, the winner was the appetizer. The nicoise salad with shrimp was excellent. For the first time, the dinner roll was not a roll – it was cheesy olive bread. And for the first time, I actually ate my bread. It was pretty good!<br />
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Five hours to go and the light dimmed. I tried to sleep. Despite having all the room around me, I could not get comfortable. As before, the legrest did not come up at a steep enough angle. The attached footrest was springy and did not stay in place. I tried to lie across both seats. But since the armrest could not be raised, I had to put my body in a “Z” position with my knees over the armrest. That was comfortable only for a while until my knees became strained from locking in an inverted “V”. <br />
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Unable to sleep productively, I decided to raid the galley again. But the snack bar was no longer set up. The flight attendants were still helpful though. They pulled open drawers to show me what was available. I grabbed some chips, a Toblerone (“Singapore Girl” shoved an extra in my hand), and a wrap. <br />
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A bit over two hours to go, we had our final official meal of the flight: a choice of tuna croissant or chicken wrap. The croissant would have been better if it was not chilled. I longed for a nice warm breakfast as I heard clanking of silverware against china on the other side of the curtain in Business Class. <br />
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We started our descend 200 miles to go. Despite the light rain, there was only a slight circuitous routing to our arrival, turning final farther south near San Jose<span class="s1">.</span> <br />
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We touched down within one minute of what the pilots predicted before departure. That was impressive! Total distance was 8,651 miles. <br />
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Final Thoughts</h4>
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Was Premium Economy worth a 50% upcharge? On low-cost airlines – especially those with a la cart pricing - the answer may very well be yes. Thankfully<span class="s1">,</span> Singapore Airlines is not one of those airlines. In Economy, Singapore still offers free choice meals, amenities, superior friendly service, as well as free baggage allowance. The gap between standard and premium economies is not too great. Sure, one gets extra inches of leg room and elbow room, the legrest is nice, pre<span class="s1">-</span>ordered meal quality is a notch above Economy, but when the cabin is full, one still gets that “packed in” feel. For those stuck in the middle or window, their seatmates at the aisle still have get up to let them out. To be sure, seating comfort is definitely not at the same “1990s Business Class” or “Domestic First Class” recliner level that Premium Economy Class (in general) is purportedly trying to fulfill. <br />
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Premium Economy tries to bridge the massive gap between Economy and Business Class. Business Class style amenities such as Book the Cook and noise cancelling headphones are niceties the airline was able to provide without incurring too much cost. However, if seating density was lower and lounge access was included, then Premium Economy would be a very compelling upgrade. However, given the gap between Economy and Premium Economy is only “modest” when flying on Singapore – travellers have to decide whether the 50% upcharge is considered “modest” to them.<br />
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Ben Wanghttp://www.blogger.com/profile/15405993300561907143noreply@blogger.com1tag:blogger.com,1999:blog-1333764659139651896.post-70033598016102616972016-06-15T23:03:00.000-07:002017-09-24T10:55:19.933-07:00Southwest Long Beach Inaugural<div class="p1">
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<b><span style="font-size: medium;">See my <a href="https://youtu.be/KIivWpikgEM" target="_blank">video</a> of the arrival and departure.</span></b><span id="goog_859672764"></span><span id="goog_859672765"></span> <br />
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March this year, Southwest announced that they were starting service to Long Beach (LGB) on June 5th. My good friend and fellow photographer Rick suggested us taking the inaugural flight. Southwest had received four slots at the noise-sensitive, capacity-controlled airport and the airline decided to use all four slots for service to Oakland (OAK). This further solidifies SWA’s position as the dominant airline in California, flying to all five Los Angeles area airports (LAX, BUR, ONT, SNA, LGB) – 10 cities in total in California with 160 daily intrastate flights and 19 unique city-pairs.<br />
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Our good friend Mike the “LGB Guy”<span class="s1">,</span> would be joining us on the inaugural departure from LGB back to OAK, so it would be a fun time with old friends. I have never been on a Southwest inaugural flight before so that would be interesting for me as well. </div>
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Rick had acquired LGB t-shirts for us and we were a big hit! Everyone wanted to know where we got them (zazzle.com). </div>
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<tr><td class="tr-caption" style="text-align: center;">We looked really (Av) geeky together!</td></tr>
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We arrived at OAK shortly before 7 am, plenty of time ahead of our 8:30 am departure. Although the security line was short, it still took me about 10 minutes to get through due to slow people in front of me. We wanted to get to the gate early in case there was an event going on. </div>
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Balloons decorated Gate 25 and LGB photos were being put up when we got there. Rick introduced me to our Captain, Cindee Goes, who specifically chose to fly this flight today. Meanwhile, the gate agent overheard our conversation and proactively printed me hard copies of my boarding passes on hard paper stock. What great service!</div>
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Starbucks coffee and Heart LGB cookies were put out for all to enjoy. Gate agents made multiple announcements about the significance of this flight and invited everyone to enjoy the coffee and cookies. </div>
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Even though this flight did not have the same “bang” as other inaugurals I have experienced, a lot of enthusiasts did show up to celebrate. There was a good amount of AvGeek talk accompanied by much camera clicking<span class="s1">.</span> </div>
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About one hour before our departure, aircraft N235WN arrived at from Columbus. This old “Spirit” colors -700 would be flying our inaugural today. Everyone was disappointed that it was not a special colors aircraft (<i>California One</i> would have been appropriate) or a new colors aircraft. </div>
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Before queuing up, off duty flight attendants were passing out goodie bags filled with a postcard, a pen, and <i>100 Grand</i> and <i>Payday</i> candy bars promoting their union. <i>People behind the profits</i> the bag proclaimed. [See <a href="https://twitter.com/crankyflier/status/739548913149972480" target="_blank">this tweet</a> and <a href="https://twitter.com/crankyflier/status/739550217700134912" target="_blank">this followup tweet</a>.]</div>
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While boarding, we were given yellow Long Beach Airport sunglasses. They were cheapy plastic sunglasses but it was fun! Everyone got into the spirit and wore them: from our Captain to the flight attendants to the wing walkers. </div>
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<b>Flight</b>: WN 972, Oakland (OAK) – Long Beach (LGB)</div>
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<b>Aircraft</b>: Boeing 737-7H4</div>
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<b>Registration</b>: N235WN (old colors)</div>
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<b>msn/ln</b>: 34630/1916</div>
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<b>Delivered</b>: April 2006 (age 10.2 years)</div>
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<b>Scheduled Departure – Arrival</b>: 8:35 am – 10:<span class="s1">0</span>0 am </div>
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<b>Actual Departure – Arrival</b>: 8:35 am – 9:51 am</div>
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<b>Takeoff Runway 30 OAK</b>: 8:42 am</div>
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<b>Landing Runway 30 LGB</b>: 9:47 am</div>
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<b>Flight Duration</b>: 1:05</div>
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<tr><td class="tr-caption" style="text-align: center;">Flightaware Tracking Map</td></tr>
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Once on board, we picked a seat near the front. We were anticipating an event at LGB so we wanted to be able to get off early to take part. </div>
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Capt Goes made her pre-departure announcement in person. What class! </div>
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She told us that she specifically chose this flight today because Long Beach is special for her. She took her first flight from Long Beach in a Catalina Airlines seaplane and that experience inspired her to become a pilot. She reminisced flying all over Southern California while taking her flying lessons. She gave shoutouts to her family on board as well as to me and Rick as part of the cadre of enthusiasts flying today. That put a big smile on my face. So awesome!</div>
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We made our taxi to Runway 30 and departed without delay. </div>
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With massive condensation over the wings, the ground quickly disappeared as we broke through the typical June overcast. With a sharp turn left, we made our way south to LGB.</div>
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Sutro Tower (1811 feet above sea level) in San Francisco was peeking out over the clouds. </div>
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Service on this short intrastate flight consisted of beverage with peanuts and pretzels. Off duty flight attendants helped out in the service along with a little promotion for the SWA Flight Attendant’s Union.</div>
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Meanwhile, our lead flight attendant got on the PA and led a guessing game: first person that rings the call button and answers the question correctly wins a prize. </div>
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First question – when is Southwest’s birthday? (Answer: June 18, 1971)</div>
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Second question – which international city does Southwest fly nonstop from LAX? (Answer: Liberia, Costa Rica). The winner received bag of pretzels (as in the big bag designed to serve the entire airplane). </div>
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Third question – what is Southwest’s “last” aircraft type. He was looking for 737 Max but since the question was poorly worded, it caused confusion and we replayed the question. The winner received an adult beverage. </div>
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Fun and games now over, Capt Goes announced our descent and destination weather: cloudy and 68°F. Our lead flight attendant announced, “the exciting moment has come – the descent to Long Beach!” </div>
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We made a turn east over Catalina Island (with a small clearing over Airport in the Sky) and touched down on Runway 30 at LGB to the applause of everyone on board. “You just helped Southwest Airlines make history!”</div>
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As we taxied up to Gate 1, I was surprised to see a stage right on the ramp along with a large number of people awaiting us. I was very happy to see that we would be walking outside and there would be a celebration of our arrival. At first I thought we were special to walk out on the ramp, but as it turned out LGB does not use jetbridges. </div>
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Walking out on the ramp make flights like this so special. Enthusiasts and ordinary fliers alike took photos while wearing their yellow Long Beach Airport sunglasses. Employees on the ground welcomed our arrival. </div>
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Captain Goes unfurled a California state flag out the cockpit window and posed for photos. </div>
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This energy and aura of excitement is exactly the reason why I love these inaugural flights! I lingered as long as I could as I walked into the terminal, savoring every moment.</div>
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Inside Gate 1, the area was quite crowded between the SWA event and a Delta flight boarding next door. As it turned out, it was Delta’s first day flying an upgauged aircraft to LGB – appropriately with the Boeing 717-200, the aircraft’s production home! </div>
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We met up with Mike and the rest of our gang – long time friends Mark and Doug – and new member Justin – and waited for the inaugural departure from LGB. Mr. LGB Guy was not all too pleased with me and Rick showing up with LGB shirts and not bringing him one!</div>
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At the gate area, off duty flight attendants were handing out cookies and goodie bags, once again promoting the Flight Attendant’s Union.</div>
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Once again during boarding, passenger were given the now-trendy yellow Long Beach Airport sunglasses as well as a small California state flag. Of course, everyone had to get their photos taken.</div>
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Though the frenzied boarding, I didn’t notice both forward and rear doors were being used. I had to swim upstream to get to my friends seated near the back of the aircraft. </div>
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Once again, Capt Goes introduced herself in the cabin, explaining why LGB is so special for her. </div>
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Shortly before the door closed, the company photographer took a photo of the cabin, with everyone in their yellow glasses. </div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://4.bp.blogspot.com/-F45rhxGqw9E/V2IvCBPd4_I/AAAAAAAAQ3g/frHwYC1m82YFIZ65PeUpHt1SR-8EhRTcACKgB/s1600/LongBeach_2892.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="213" src="https://4.bp.blogspot.com/-F45rhxGqw9E/V2IvCBPd4_I/AAAAAAAAQ3g/frHwYC1m82YFIZ65PeUpHt1SR-8EhRTcACKgB/s320/LongBeach_2892.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Photo: Southwest Airlines (<a href="http://swamedia.com/releases/southwest-airlines-launches-service-at-long-beach-airport-bringing-more-service-between-the-l-a-basin-and-san-francisco-bay/photos/southwest-lands-at-long-beach?l=en-US%22%20target=%22_blank%22%20title=%22Southwest%20Lands%20at%20Long%20Beach%22" target="_blank">original link</a>)</td></tr>
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<b>Flight</b>: WN 1853, Long Beach (LGB) – Oakland (OAK)</div>
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<b>Aircraft</b>: N235WN (same aircraft as the outbound flight)</div>
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<b>Schedule Departure – Arrival:</b> 10:30 am – 11:50 am</div>
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<b>Actual Departure – Arrival</b>: 10:31 am – 11:46 am</div>
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<b>Takeoff LGB Runway 30</b>: 10:44 am</div>
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<b>Landing OAK Runway 30</b>: 11:41 am</div>
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<b>Flight Duration</b>: 0:57</div>
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<tr><td class="tr-caption" style="text-align: center;">Flightaware Tracking Map</td></tr>
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After waving goodbye at the crowd at the inaugural event, we taxied past the Gulfstream Service Center (with a hot Korean Air Gulfstream 650) and soon held short of Runway 30. </div>
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<tr><td class="tr-caption" style="text-align: center;">Watchout Jetblue...Southwest is now in town!</td></tr>
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Capt Goes explained LGB is a busy airport and we had to hold for traffic. After about five minutes, we took to the runway, past the many spotters photographing our departure, and made Southwest’s first departure from Long Beach. Minutes later, clouds cleared below us which gave us a beautiful view as we made our way north.</div>
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Service on the return was identical to previous flight: drink, peanuts, and pretzels. </div>
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Though the lead flight attendant did note we weren’t as spirited as passengers on the flight down. Finally, he drummed up some cheer as he led the questions game. Same prizes as before: big bag of pretzels, adult beverages. </div>
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Only the second “city” question was different: what new cities is Southwest launching from OAK today? (Answer: LGB, RNO, STL and BWI). </div>
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The short flight gave us very little time to socialize.</div>
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We started our descent just southeast of San Jose. Lick Observatory atop Mt Hamilton (elevation 4216 feet) is visible here.</div>
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San Antonio Reservoir</div>
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Turning west over Niles Canyon and north again over Fremont, I had my eyes glued to the window taking in the sights of the East Bay. Not being a normal flyer to OAK (in the middle of the day at that), I was thoroughly enjoying the view that I was only familiar with from the ground. </div>
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Fremont and Milpitas. The white cluster of buildings next to the railroad tracks (below and to the left of the winglet) is the Tesla (former NUMMI) Factory.</div>
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Pink salt evaporation ponds in San Francisco Bay; Fremont, Newark and approach to the Dumbarton Bridge.</div>
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Wetlands on the eastern approach to the San Mateo Bridge.</div>
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Soon, we were skirting the bay waters and touched down on Runway 30<span class="s1">,</span> less than one hour after departing from LGB. “You made history today,” announced the lead flight attendant on the PA. </div>
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Downtown San Francisco as we turned off Runway 30 at OAK.</div>
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Eastern 737-800, a NBA Finals charter.</div>
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Back to OAK – home of Southwest in the Bay Area!</div>
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Five minutes later, we parked at Gate 25, the same gate we departed from three hours prior.</div>
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Before deplaning, I asked Capt Goes for an autograph and a photo and thanked her for making this day so special and memorable. With FO Joseph Pankey.</div>
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<tr><td class="tr-caption" style="text-align: center;">Photo: Michael Carter</td></tr>
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At the gate, Rick and I couldn’t resist for another parting shot.</div>
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All the while, someone was waiting for us – not for the captain but us. He wanted a photo with us wearing our LGB shirts. Too funny! Talk about a brief moment of celebrity!</div>
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Ben Wanghttp://www.blogger.com/profile/15405993300561907143noreply@blogger.com0tag:blogger.com,1999:blog-1333764659139651896.post-43763270631490691662016-05-26T22:47:00.001-07:002017-09-24T10:55:31.713-07:00A Tour of Starbucks<br />
I went to Seattle in April for <a href="http://www.airlinereporter.com/agf/" target="_blank">AvGeek Fest</a> 2016 for a fun filled aviation weekend put together by the wonderful folks at Airline Reporter, Future of Flight, Museum of Flight, and Boeing. We got exclusive access to the Dreamlifter Operations Center (an AvGeek Fest first), tour of the Dreamliner Gallery, an on-the-factory-floor tour of the Everett Plant (home of the 747, 767, 777, and 787), a tour of the Renton Plant (home of the 737 – not open for public tours), and to top off – a walk around of Boeing’s newest baby – the 737-8 Max. Boeing even pulled out the Seahawks 747-8F out for us! Alas, Boeing does not allow photography on their property so I was not able to take photos while on any of those tours.<br />
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However, you can see my <a href="https://flic.kr/s/aHskyZczFg" target="_blank">spotting photos</a> and <a href="https://flic.kr/s/aHskvrmZZo" target="_blank">museum photos</a> from that weekend, as well as a <a href="http://www.airlinereporter.com/2016/04/pilgrimage-aviation-geek-fest-seattle-2016/" target="_blank">report</a> and <a href="https://www.flickr.com/photos/futureofflightcenter/sets/72157667008399156/" target="_blank">photos</a> by the organizers.<br />
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Sure – I know this is an aviation blog. But since I was in Seattle, I had to partake in something equally global and uniquely Pacific Northwestern as Boeing and aviation: I took a tour of Starbucks!<br />
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Thanks to <a href="http://starbucksmelody.com/2015/01/03/the-ultimate-guide-starbucks/" target="_blank">Starbucks Melody blog</a> – I visited the following Starbucks sights:<br />
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<li>World Headquarters at Starbucks Center</li>
<li>A Shipping Container Store</li>
<li>1912 Pike Place</li>
<li>Roastery and Tasting Room</li>
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<b>Starbucks Center </b>aka<b> </b><br />
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World Headquarters </b>aka<b> </b><br />
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Dr. Evil’s World Domination HQ </b>(for the Austin Powers fan)<br />
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Located in the SoDo – South of Downtown – area of Seattle, Starbucks Center is a historic building originally built in 1912 by the Union Pacific Railroad for the Sears Roebuck west coast catalog distribution warehouse. The neighborhood redeveloped and gentrified after the 1970s economic downturn. After Sears closed the warehouse in 1990, Starbucks moved to this location in 1993 and later became the building’s primary tenant in 1997, occupying the 8th and 9th floors.<br />
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Outside of Starbucks Center, it was busy and buzzing with activities during the Friday lunch hour. There were lunch trucks, giant chess and checker boards, and sandbag toss. Office workers and visitors alike were taking advantage the warm spring sunshine. <br />
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The 8th floor lobby is rather assuming for an American corporate powerhouse.<br />
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There is a reception deck, a small waiting area (with Tevana tea and Starbucks coffee – of course), and the Starbucks Gear Store. As with the lobby, the Store is surprisingly small as well. However, I was able to purchase Starbucks trinkets and shirts not available anywhere else.<br />
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At the Ground floor entrance, there is a (again – small) Starbucks store for your caffeine fix. Drinkware and beverage selections are your standard run of the mill.<br />
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Proof I was there – my receipt.<br />
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<b> </b></h4>
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<b>Shipping Container Starbucks </b></h4>
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I came across this cool Starbucks on Marginal Way alongside Boeing Field by accident. Since it was a weekend, it was closed.<br />
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Made of four shipping containers – this Starbucks is primarily a drive through and has only a walk up window.<br />
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There is outside patio seating and enclosed restroom facilities are located in one of the containers.<br />
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The repurposed theme continues throughout, including signage elements.<br />
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<b>
<a href="http://1912pike.com/store-tour-inside-1912-pike-place-seattle-usa/" target="_blank">1912 Pike Place – the “Original” Starbucks</a></b><br />
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The first Starbucks opened in 1971 at 2000 Western Avenue, just outside of what is now Pike Place Historic District. In 1977, Starbuck’s Western Avenue building was to be torn down for redevelopment, so the store moved one block down to the current 1912 Place Place location. As such, it is still correct to claim this location as the “original” Starbucks. (<a href="http://starbucksmelody.com/2015/03/22/pike-place-starbucks-history/" target="_blank">More on the store's history</a>)<br />
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Located in the Pike Place Historical District / touristy zone, this Starbucks kept its original storefront and interior.<br />
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Inside, the woodwork and brass make you want to pull up a leather chair and cozy up with a good book.<br />
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The menu board is written in chalk.<br />
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After your order is taken – in an ode to the famous flying fish at the market across the street – the cup gets tossed from the cashier to the barista!<br />
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Store shelving is full of exclusive Pike Place merchandise.<br />
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Behind the counter – boxes for the aforementioned merchandise kind of take away the coffee house ambiance.<br />
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There is no food selection. In fact, there is no room to sit either. The whole experience felt rather rushed and touristy: get in line*, pick your merchandise, order your coffee, pick up your coffee, take a selfie, and leave.<br />
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* Luckily I was there early on a Monday morning and there was no line and the store had less a dozen tourists.<br />
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Here was my Pike Place Special Reserve roast (PPSR) pour over. This roast is exclusive for this store.<br />
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To enjoy my beverage, I did what most everyone else did. I took my coffee a couple doors down to a wonderful French bakery called Le Panier. Fresh croissant and coffee – breakfast of champions!<br />
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<b><a href="http://roastery.starbucks.com/" target="_blank">Starbucks Roastery and Tasting Room</a></b><br />
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If 1912 Pike Place is a nostalgic salute to the past, then the Roastery is a look to the future. <br />
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An ultimate venue for the Starbucks fan, the Roastery and Tasting Room is like Disneyland for the Starbucks fanatic. Less than one mile away from Pike Place, the Roastery is just on the other side of Interstate 5, drawing a distinct line between the old and the new. <br />
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Located in the trendy Capitol Hill neighborhood, the Roastery competes with homely specialty coffee roasters favored by local residents. Once again, tourists seem to outnumber locals at the Roastery.<br />
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Inside is reminiscent of a microbrewery with giant brassy vats and pipes running throughout.<br />
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At the center, there a sitdown bar where you can watch baristas prepare coffee.<br />
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The large number of tables (with an equal large number of wait staff) and a printed menu made me think there was table service. <br />
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There is no table service. I mean, come on, have you ever seen a Starbucks printed menu? I'm not exaggerating, it took me 10 minutes to read and re-read the menu in order to decide what I wanted.<br />
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The operation is just like any other Starbucks, except everything is fancier / grander / more expensive. As you walk up to cashier, you go past the display case of pastries. The cashier takes your order, answers questions (because to the uninitiated, no one really knows what the these drinks are!) and you wait for your name to be called when your beverage is ready. Your coffee is delivered on a wooden tray.<br />
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These blue men showed up for some coffee. The cashier was trying hard not to crack up in laughter.<br />
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Microbrew parallel continues. I got a tasting flight with chocolate truffle pairings. At $26.99, it was the most expensive Starbucks drink I have ever paid (granted it was for two people).<br />
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As one would expect, each coffee and chocolate pairing went perfectly with each other. Believe it or not – the winning coffee for me was the <i>DECAF</i> Costa Rica roast as suggested by my cashier. <br />
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Starbucks tasting – <i>the aftermath</i>!<br />
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After completing the tasting, it was off to the mandatory shopping section where you can purchase (even more) exclusive merchandise and of course, beans roasted right there in store. I also watched an informative Chemex demo (and tasting) and learned a thing or two about preparing a pour over.<br />
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OK, Starbucks, you win. I bought my gear and can't wait to try it out myself!<br />
<br />Ben Wanghttp://www.blogger.com/profile/15405993300561907143noreply@blogger.com0tag:blogger.com,1999:blog-1333764659139651896.post-26269652582685671422016-04-02T13:32:00.000-07:002017-09-24T10:47:57.621-07:00Flying the 747-400 in Seat 1A<br />
There is something prestigious about seat 1A. Sure, anyone can grab that seat this day and age when flying on an all-economy or regional airline. But for someone like me who grew up in the 70s watching jumbo jets flying overseas – seat 1A was something special.<br />
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Why is 1A special? Maybe it has to do with the lowest number with the lowest letter making one feel like a winner. As in "I am number one". Back in the day, when there was First Class on every airplane, 1A also meant you are first of the first.<br />
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At a personal level, 1A also felt like something inaccessible. When I was young, my grandfather, who was a mechanic at China Airlines, went to Singapore on an one-year work assignment. Upon his return, as a reward, the airline gave him seat 1A on that 747 flight back home. I remember fondly my grandpa proudly telling the story: about how 1A is always blocked for VIPs and typically flies unoccupied. He gushed how surprised he was when the gate agent at the last minute assigned him seat 1A. He was a VIP for the day! And as any grandfather would do for his airline-loving grandson, he gave me his boarding pass for my collection. I have it to this day.<br />
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Row 1 on the 747 is unique in its own way. It is the only airliner where occupants in the first row fly <u>ahead</u> of everyone else on the airplane. And I do mean <u>everyone</u> – all 350 plus passengers, all the flight attendants, and all the pilots! The view is purportedly semi-forward, akin to a cockpit side window.<br />
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<tr><td class="tr-caption" style="text-align: center;">Row 1 is located at the first three windows behind the nose. <br />
The cockpit is above and behind.</td></tr>
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<span style="font-size: small;">United 747-400 in Domestic Service</span></h4>
Airlines have been retiring 747s from their fleet at a fast pace. The latest iteration of the iconic Jumbo, the -8 model, has not gained traction in sales. The once-distinctive whale with a hump on its head is quickly disappearing from the skies.<br />
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In March, United <a href="http://newsroom.united.com/2016-03-08-United-Airlines-Announces-Fleet-Update" target="_blank">announced</a> retirement of their 747-400s (B744) would be accelerated to end of 2018. Though one would never know that at San Francisco; most (if not all?) of the airline’s 22-strong B744 fleet is based there.<br />
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When I found out that United would be operating a B744 flight domestically between San Francisco International (SFO) and Chicago O’Hare (ORD) beginning in March, I was not going to let the opportunity pass to take a fun flight on the queen of the fleet. With her days numbered, how else was I going to fly in a 747 without spending a lot of time and money (and without whipping out my passport)?<br />
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Since the same aircraft would be flying the SFO-ORD-SFO roundtrip, I picked a weekend date when the fare was the lowest for a same day return. In addition, I wanted to upgrade to Business Class on the upper deck, so I had to also consider availability for a confirmed mileage upgrade. I ended up paying $306 roundtrip for a Saturday daytrip with a confirmed Business Class upgrade on the return flight for 20,000 miles plus $75 fee.<br />
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When I purchased my ticket, I was offered to upgrade to First Class for $199. I was only concerned about upgrading to Business Class, so I ignored it. After everything was said and done, I thought about it and realized I could have had seat 1A for just $199 more. I had buyer’s remorse! I searched the web to see if there was a way to get that offer back. Fortunately, based upon other’s experiences, I would get the offer to upgrade to First Class again at time of check-in.<b> </b><br />
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<span style="font-size: small;">Mission 747 - Preflight</span></h4>
At departure minus 24 hours 30 seconds, I doubled checked the seat map to ensure seat 1A was still open. It was. At exactly departure minus 24 hours, I checked in. Sure enough, I was offered to upgrade to First Class for $199. I quickly accepted the offer. I could not choose my seat before payment (which was bad), so I quickly (but accurately – didn’t want to make a typo) entered my credit card information. After purchase confirmation, I was automatically assigned to seat 1A. <i>Woohoo! It knew!</i><br />
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I drove to SFO amidst a winter storm. El niño, got used to it. Luckily, being a Saturday morning, there was no traffic on the road in spite of the rainy weather. My flight would be departing from the International Terminal, which made the experience even more special.<br />
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Checking-in at United’s beautifully appointed premium check-in area in the airy wide hall made me feel like a VIP traveling to somewhere far and exotic.<br />
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Even though I was selected for Pre-Check, I didn’t need it. There was no line at any of the security check lanes. I breezed through into the G-concourse.<br />
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It was still early yet. The terminal was eerily quiet prior to the first wave of mid-morning Asian departures. At gate G96, my queen for the day, Boeing 747-400 N180UA was there all by her lonesome self.<br />
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As passengers arrived at the gate, it became obvious that the 747 still commanded attention. Families, business travelers, ordinary passengers - were snapping photos and selfies in front of the plane. I spotted some enthusiasts as well. As I was taking my photos, some guy commented: “<i>it’s good to always to have your camera with you so you can capture situations like this.</i>” With a smile, I replied, “<i>Yes, it is!</i>”<br />
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The gate hold area became rather crowded. The 747, after all, was a big airplane designed to fly a lot of people. And as the seat map display showed, there was not going to be a lot of empty seats even on a Saturday morning.<br />
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The line for Seating 1 boarding was long – I would guess 50-person deep. Though not unexpected (with SFO being an United hub), it made priority boarding pointless.<br />
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Boarding though door 1L, I smiled at the purser who was directing traffic to the proper aisle. I pointed behind him, to my left, to the small First Class section in the nose. He quickly got out of my way to let me by.<br />
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<tr><td class="tr-caption" style="text-align: center;">First three windows were mine!</td></tr>
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<br />
United’s B744 First Class has 12 seats. The first two rows are arranged in an 1-1 configuration while the second two rows are 1-2-1.<br />
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On three-class international flights, United markets First Class as Global First. The seat was stocked as if we were on an international flight. There were two pillows (!) – one day and one sleep – a thick blanket, and a large headphone. There was no amenity kit, though (nor did I expect one).<br />
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Seat pocket reading material. There were no Duty Free sales. :)<br />
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United’s B744 was showing its age. Their First Class product is one or two generations behind competitors whose First Class products feature amenities such as sliding doors for privacy or large screen displays.<br />
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When I was ready to put away my bag, I came to a rude awakening that there was no overhead storage above my seat. I had use the bin over row 2. Even that, the storage was not deep; my backpack camera bag barely fit along with the other person’s carry on bag. There was no new design curvy Boeing Sky Interior cabin here. All straight ceiling panels and rectangular overhead bins. Combined with classic overhead passenger service units, this cabin screamed old school. It pains me to say it, but how can anything from the 1990s be “old”?<br />
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<tr><td class="tr-caption" style="text-align: center;">Taken after the flight (the cabin was bit of a mess).</td></tr>
</tbody></table>
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<br />
As I settled into my seat, the purser asked whether I wanted herb cheese omelet or steel cut oatmeal with fruit plate for breakfast. I went with the omelet. My friendly flight attendant followed and took my pre-departure drink order and my jacket (which got hung in the closet right next to me). We had a pleasant conversation about the 747, seat 1A, and me flying on this flight for fun. I requested Channel 9 (air traffic control on the in-flight entertainment system) to be turned on – but alas it remained off.<br />
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While an “almost forward view” was delivered, I did not expect a good view across the aisle on the opposite side. It made sense since the nose curved so much at this point, with just enough space for two seats and a narrow closet in between.<br />
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Legroom<br />
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Pre-departure orange juice.<br />
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Headset, various ports, seat, and entertainment controls. Not seen is the power outlet, near the front of my pod.<br />
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<h4>
</h4>
<h4>
<span style="font-size: small;"><b>Mission 747 - The Flight</b></span></h4>
<b>Aircraft</b>: Boeing 747-422<br />
<b>Registration</b>: N180UA<br />
<b>Msn/ln</b>: 25224/867<br />
<b>Aircraft Delivered (age):</b> July 1991 (24.7 years)<br />
<br />
<b>Flight</b>: UA1570<br />
San Francisco (SFO) – Chicago O’Hare (ORD)<br />
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<b>Scheduled Departure – Arrival</b>: 8:35 am – 2:40 pm<br />
<b>Actual Departure – Arrival</b>: 8:32 am – 3:04 pm<br />
<b>Takeoff SFO Runway 10R</b>: 9:26 am<br />
<b>Landing ORD Runway 28C</b>: 2:55 pm<b><br />Flight Duration</b>: 3 hours 27 minutes <br />
<b><br />Flightaware flight track</b><br />
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<b> </b><br />
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<div style="text-align: center;">
<a href="https://youtu.be/FgWi6_nhlYw" target="_blank"><span style="font-size: large;"><b>Video of the takeoff and landing</b></span></a></div>
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<span style="font-size: large;"><b>from the first window</b></span></div>
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<br />
We pushed back at 8:32 am, three minutes early. I have not flown on United in awhile and their <b><a href="https://youtu.be/2HWaaaFcdmQ" target="_blank">new safety video</a></b> was most creative. I guess United had to keep up as most airlines have done away with traditional (read: boring) safety videos with something more fun and interesting so passengers would be more engaged.<br />
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It had started raining again. After push back, we just sat on the ramp. I knew the storm had caused SFO traffic to go opposite directions (Runway 10 departures and Runway 19 arrivals), which typically translate into delays. However, there were no announcements from the cockpit regarding the hold. There for the next half hour, we sat on the ramp. We finally started our taxi at 9:02 am.<br />
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Now that we were underway, I could fully appreciate the unusual sight out of the window. The view out of both sides were as close to panoramic as one could get as a passenger. It felt like an amusement park ride as we made our taxi around the airport. As we moved forward, since the seat was at an angle to the direction of travel, it felt weird moving sideways. While I have flown ahead of the nose gear previously (757s come to mind), it is always fun to see the aircraft go pass the centerline before making the turn.<br />
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As we taxied up to the main taxiway, we joined the conga line to the runway amidst the morning rush. The wet weather was not helping. Almost one hour after pushing back from the gate, we lined up on Runway 10R and took to the skies at 9:26 am.<br />
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The takeoff run felt rather bumpy due to my proximity to the nose gear. Hangers in the closet next to me banged loudly against the walls. As the gears came up, there was a noisy grinding sound, but after that, the cabin became noticeably quiet.<br />
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The captain announced that our cruising altitude would be 39,000 feet with 3 hours 27 minute flying time. We would be arriving at Chicago 23 minutes late, into the gate at around 3 pm. There was no explanation of the departure delay. <br />
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<i>Coffee? Yes, please!</i><br />
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United “Private Screening”. A bring your own device (BYOD) entertainment option delivered via the in-flight wifi to the United App on your personal tablet or smartphone.<br />
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Looks like there was an avgeek nearby!<br />
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The in-app flight tracker had more comprehensive information than the in-seat display.<br />
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Though I did not do an one-for-one comparison between the in-seat and BYOD entertainments, the BYOD streaming seemed to offer more programs. However, I did not want to watch anything on my tiny phone screen when I have a large display in front of me, so I opted with some archeological documentary.<br />
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Meanwhile, the sky cleared below us. <br />
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Forty minutes into the flight, breakfast was served. My friendly FA obliged my photo request, setting me up just right with a couple different angles. Was she cool or what?<br />
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Strangely, there was no tablecloth. Granted, I did not expect International Global First service, but having only the “built-in tablecloth” on the tray made the eating experience less elegant.<br />
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The cheese filling in the omelet was sweet and tasty. The sausage was “high value” in that it was not a typical breakfast sausage, but some sort of chunky sausage (apple chicken came to mind). The croissant was pathetic. It was cold, slightly flattened, and tasteless. It was akin to the rock solid dinner rolls one used to get with the economy class meal.<br />
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Down below, Salt Lake City had just passed and this small airport and city appeared. As turned out, it was Evanston-Uinta County Airport - Burns Field (KEVW) near Evanston, WY. It was quite a view! Interstate 80, Bear River, and the Union Pacific Railroad were clearly visible.<br />
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After my table was cleared, I received a refill on my coffee. This is my absolute favorite time on a flight – the after meal. My stomach full, I am relaxed with my feet up, watching TV while enjoying a hot beverage. Flying should always be this civilized!<br />
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The lavatory was run of the mill – nothing special there. At least it was stocked with Cowshed amenity bottles ala an international flight.<br />
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Next two hours was rather quiet. Most in my cabin had their window shades closed and were sleeping. The nose cabin was extremely quiet. Rumble from the engines was barely a murmur in the background. The constant swoosh of air conditioning was only broken by rattling clothes racks in the closet and snoring passengers.<br />
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Chasing our own shadow over Nebraska and Iowa.<br />
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Puffy clouds over the Midwest.<br />
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About 40 minutes prior to landing, I was offered a pre-arrival drink. “<i>Another coffee? Or something else?</i>” I skipped it. The captain announced the weather in Chicago was overcast with seven-mile visibility. Winds were out of the northwest and temperature was 71°F.<br />
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Approaching from the northwest, we soon tracked east on downwind to Runway 28C on the south complex. Alas it was cloudy and the distinctive Chicago skyline and Lake Michigan were not visible.<br />
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There was no mistaking when the nose gear came down. Suddenly, there was wind noise following by a loud (and a rather disconcerting) grinding sound.<br />
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Breaking through the ceiling with less than 10 miles to go, we soon crossed over Interstate 294 and made a jarring thud upon Runway 28C at Chicago O’Hare. The sound of the engines reversing was barely noticeable.<br />
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As we made our taxi to gate C16, I overheard a flight attendant (and I noticed as well), that various ground staff around the airport were taking pictures of our plane. There is no doubt, almost 50 years after first flight, the 747 has established itself as a timeless icon!<br />
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After the seat belt light went off, deplaning was quick in my small cabin. I stayed around and chatted some more with my friendly flight attendant. She gave me a tour of the galley under the upper deck stairs and showed me the galley cart elevator. One thing that I did not know – normally on long haul flights, economy class meals are also stored in the upper deck galley. As a result, during meal service, they need to move a lot of carts up and down the lift.<br />
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Funny thing about big airplanes. Even after my chat and tour (which felt like an eternity for a post-flight linger session), when I was ready to deplane, economy class passengers were still streaming out of the back of the plane.<br />
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<h4>
<span style="font-size: small;"> </span></h4>
<h4>
<span style="font-size: small;">Mission 747 Bonus – Return Flight from ORD to SFO</span></h4>
<i>Not as detailed, but notes of interest and photos.</i><br />
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Stepping off the plane into the gate, I noticed the return flight crew was waiting next to the podium. I told the Captain that I was an enthusiast and asked if he could turn on Channel 9. He agreed. He then extended the offer for me to come up for a cockpit visit before takeoff. "<i>You do know the cockpit is upstairs, right?</i>" With a big smirk, I replied, "<i>oh yes, and I am flying upstairs too.</i>" "<i>That makes it easy then.</i>"<br />
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Gate C16 was not conducive to large aircraft operations. Despite having two loading bridges, there was very little space in the gate hold area. It was packed and there was no room for all the boarding groups to queue up at once. Worse, being an United inter-hub flight, Seating 1 boarding must have been 70 to 100 people deep. The line for Seating 1 extended all the way into the main hallway, making a mockery out of the word “priority”.<br />
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After getting to my seat on the upper deck, I noticed a gaggle of enthusiasts was in the cockpit already. Apparently, I was not the only one! <br />
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Once again, many clicks were going off throughout the cabin.<br />
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<tr><td class="tr-caption" style="text-align: center;">My seat, row 15 (rear facing) behind the emergency exit.</td></tr>
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IFE being reset. It is apparently a Panasonic system.<br />
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First sign of a problem. We were number two in line for takeoff and aircraft ahead said he "needed a few minutes". We were asked to go and we replied "we need a few minutes too". The tower asked, "what is your issue and how long do you need?". Channel 9 started playing music instead of ATC. Hmmm...<br />
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Minutes later, the cockpit crew informed us of our issue. Our airplane normally flies long distance with a lot of fuel. Since we were on a short trip, we were flying with less fuel than a typical flight and the computer didn't like that. There was a discrepancy indicator that must be reset. We needed to go back to the gate to fix it.<br />
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So back to the gate we went. One would think maintenance would just come up to the cockpit with the manual and push a few buttons to reset this fuel indicator. Nope. As I was later told by a flight attendant, it was some sort of coordinated effort between the cockpit and someone "in the belly".<br />
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[<i>To you aircraft experts and mechanics – I am just repeating what I was told. I have no idea what the actual terminology or impacted system was, so don't flame me!</i>]<br />
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Meanwhile, the gate agent announced, "the DOT requires us to tell you if you want off the plane, you can. You are free to walk to the jetway to stretch your legs. But if you want into the terminal, then you have to take all of your belonging. When we are ready to go, we will make <u>one</u> and <u>only one</u> announcement, and then we will close the door and depart" (in other words, if you want to run to McDonald's, do so at your own risk).<br />
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Being in the upper deck, I couldn’t tell how many people took the offer to walk about the jetway or even off into the concourse. However, at least one person in my cabin determined that he was not going to make his connection at SFO and got off the plane to make alternate plans.<br />
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So we sat at the gate while maintenance personnel came and went in and out of the cockpit. At least I was comfortable in my Business Class seat. The flight attendants did not go through the extra effort of offering water while we waited.<br />
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We finally pushed back two hours behind schedule. With the sun now set, there was no chance for good photos out the window. To my surprise - the Captain turned Channel 9 back to air traffic control before taking the runway. Thank you for remembering all of the avgeeks on board, Captain!<br />
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Coke Zero with lemon and warmed nuts<br />
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Dinner choices were curry chicken katsu or ravioli. Chicken katsu? I was taken back. What an unusual selection on a domestic flight. More intrigued than anything, I went with it knowing that I would be taking a chance with a breaded fried item. You never know how it will reheat.<br />
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Surprisingly, it was not too bad. The curry was tasty and the breading still had some crunch to it. BTW, the entire cabin smelt of curry!<br />
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Here was the pasta selection.<br />
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Unlike that pathetic cold and hard croissant on the outbound flight, the pretzel roll for dinner was actually warm and soft. It was good!<br />
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For dessert, it was ice cream sundae. I asked the flight attendant to hold the whipped cream, to which she obliged. To drink, I ordered coffee and cream. Funny thing. I ended up having whipped cream anyway as my coffee was topped with it! It looked like fancy hot chocolate.<br />
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Despite the stormy weather, it was not a harrowing ride down to SFO. The flight attendants were asked to make landing preparations early. I later learned at least a couple landings before us ended up diverting. Fortunately for us, the worst of the storm passed shortly before we landed, as told by the approach controller. The most "interesting" part (if you call it that) was the zigzag turns for spacing on approach to Runway 19.<br />
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We landed at SFO more than two hours late. Arrival gate 86 was a tow-in gate. While that in itself was not a big deal, the wait for a tow just made everyone more anxious upon a late arrival.<br />
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Despite the delay and a long day, I had a blast! I thoroughly enjoyed my flights and hope to take more trips on the 747 in the future before they retire. In the end, it was worth every single penny!<br />
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<br />Ben Wanghttp://www.blogger.com/profile/15405993300561907143noreply@blogger.com1tag:blogger.com,1999:blog-1333764659139651896.post-85944518133259953532015-10-18T14:54:00.000-07:002017-09-24T10:55:40.657-07:00Farewell to US Airways<h4>
Flying on the Last US Airways Flight from PHX to SFO</h4>
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October 17th, 2015 was a significant day for the merger between American Airlines (AA) and US Airways (US). Known as “Cutover”, the two airlines switched to a single Passenger Service System and became a single airline that day. The two airlines now have a common reservation system, a single airline policy, and single airport operations. For the customer, there is just one airline – American. (The two airlines were already flying under a single operating certificate, received in April of this year).<br />
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This also meant US Airways would operate its last fight on October 16th. To commemorate, the airline flew a special flight from Philadelphia (PHL) to Charlotte (CLT) to Phoenix (PHX) to San Francisco (SFO) and back to PHL, with the final SFO-PHL segment being the actual last US Airways flight. Despite it being a special flight, the routing itself was not special and the flights would be sold and operated as ordinary flights.<br />
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US Airways traces its roots back to All-American Airways, founded in 1939 in Pittsburgh. It later became Allegheny Airlines, which became US Air, which ultimately became US Airways. The final flight would carry the flight number 1939 to honor the airline’s founding. Routing for US1939 touched all the hub cities in the US Airways system. Notably, Pittsburgh - the original home of All-American Airways - is no longer a hub or focus city for the airline and it was unceremoniously skipped.<br />
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When the farewell flight was announced, I realized I could do a day trip from SFO to PHX and back on US1939 for $250 roundtrip. The final leg from SFO to PHL and back would have cost over $600. Being a redeye flight, as well as the high expense involved, I didn’t think it was worthwhile. So I decided on PHX-SFO.<br />
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<span style="font-size: small;">Pre-Flight</span></h3>
The day before my flight, I received this email from American:<br />
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<i>Yes!</i> As an aviation enthusiast, this is what I live for. I just love it when airlines go out of their way holding special events, getting everyone involved to mark their history.<br />
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The seat map at check-in. Despite being a special flight, it would not be full going to SFO. This was not the case for the final segment to Philly, however. Supposedly, the standby list for the PHL flight got up to 1000 names filled with employees wanting to take part in history.<br />
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I arrived at PHX from SFO three hours before departure. Out the window at this busy US Airways hub, at certain angles, I can still see just US Airways tails<br />
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However, inside, there was no sign of US Airways. All signage have been changed to American Airlines complete with the standard shade of AA blue.<br />
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At gate A5-A7, staff was still busily setting up for the farewell party.<br />
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Foam airplanes marked with “1939” was cheesy but fun!<br />
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The US Airways A320 model held a particular attention with everyone, especially with employees, who all wanted to get in on a photo.<br />
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Of course, I did too!<br />
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Flight US1939 was operated by Airbus A321 with registration N152UW. The aircraft received a water cannon salute from the Phoenix Fire Department upon arriving from CLT.<br />
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Not coincidentally, the Allegheny retrojet was strategically parked at the next gate.<br />
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Inside, arriving passengers from CLT received a rousing welcome and applause by airport staff members. Many were interviewed by the local media.<br />
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Party at the gate was fully underway. Everyone enjoyed sandwiches, cookies, and something special in a box… <br />
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Logos of all the predecessor American Airlines carriers decorated the box. What was in the box?<br />
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It was a cupcake! I was disappointed. I wanted it to be a souvenir of some sort.<br />
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John Daley, American Airlines’ Managing Director at PHX addressed the crowd gathered at the gate.<br />
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An official at PHX airport added the importance of American Airlines to Phoenix.<br />
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Twenty minutes before departure, I got in line for the green screen photo - at the same time when boarding started.<br />
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I had to get my souvenir! There was a lot of confusion between the green screen line (set up near the boarding door) and the boarding line. I think the intent was to get your photo before boarding. Well, that didn’t work. People got in the photo line thinking it was the boarding line and people who wanted photos ensured that they didn’t mistakenly get into the boarding line. Unfortunately, the line was very slow moving, because the process involved costumes and large groups of people taking part.<br />
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Boarding Group 1. Group 2. Group 3… I was getting very antsy. I got my photo just in time as final call for boarding was made. I didn’t get a chance to type in my email at the photo booth but at least I got a print and made it to the door with plenty of time.<br />
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My last use of the US Airways app.<br />
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<h3>
<span style="font-size: small;">The Flight</span></h3>
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<b>US1939</b>, Phoenix (PHX) – San Francisco (SFO)<b> </b><br />
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<b>Aircraft</b>: Airbus A321-211<br />
<b>Registration (msn)</b>: N152UW (5588)<br />
Delivered new to US Airways, May 2013<br />
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<b>Scheduled Departure – Arrival</b>: 5:10 pm – 7:12 pm<br />
<b>Actual Departure – Arrival</b>: 5:09 pm – 7:10 pm<br />
<b>Duration</b>: 1:59<br />
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<b>Takeoff PHX Runway 08</b>: 5:22 pm<br />
<b>Landing SFO Runway 28L</b>: 7:02 pm<br />
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Flightaware <a href="http://flightaware.com/live/flight/AWE1939/history/20151017/0010Z/KPHX/KSFO" target="_blank">flight track</a><br />
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At the gate, friendly agents thanked me for flying and handed me another box. Maybe this one was a souvenir? No, still a cupcake.<br />
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I knew the flight was special when I saw this on the catering bin.<br />
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I guess I could have waited because more people were still coming on.<br />
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My seat was at 23F, at the aft cabin exit. Having flown on the US A321, I knew that was a special seat. It was a “normal” window seat (that is, not a seat with a door right next to you) but without a seat ahead; access for the large emergency door would be there. There was a ton of legroom, easy access to the aisle, and a real window. The only drawback was my underseat storage was two rows ahead.<br />
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Only two and a half years old, this aircraft was clean and still looked new inside.<br />
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We pushed back one minute early. Staff gathered at the next gate (where the Alleghany retrojet was parked) and photographed our pushback and departure.<br />
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Prior to the safety demonstration, the lead flight attendant announced the historical significance of our flight. He concluded, “...use #US1939 – but not right now” to the laughter of all avgeeks on board. <br />
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Prior to taking position on Runway 08, the captain told everyone on the right side of the aircraft to wave at the photographers watching us at the terminal.<br />
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At 5:22 pm, we made a high-spirited takeoff run, rotating steeply off the runway and feeling the Gs. Awesome!<br />
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View of PHX airport below with a bit of rainbow. It was a bumpy ride throughout the climb. I later learned the region below us was hit by very strong dust and rainstorms that day.<br />
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It took us almost 20 minutes to break through the top of the ceiling.<br />
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To commemorate our historic flight, we were given an US Airways cookie and Champagne for toast.<br />
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Watching the flight attendants unscrewing all those small Champagne bottles and hurrying to pour 170 cups (each bottle only filled two or three cups) gave me an appreciation of the difficult situations they work under.<br />
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<i>To US Airways – for all the sacrifices, celebrations, and for a long life!</i><br />
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To my surprise, with 40 minutes of flying time to go, the normal beverage cart service commenced. I wanted to have coffee to go with my cupcake-in-a-box, but hot beverage was not available due to turbulence. I instead settled for water.<br />
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Out the window, we were rewarded with a beautiful sight of the setting sunlight on the storm clouds below. Unfortunately, due to the turbulence, the seat belt light was only off for a few minutes, extinguishing any opportunities socializing with fellow avgeeks on board, damping the joyous mood.<br />
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In fact, beverage service was temporarily halted due to turbulence. With the prolonged seat belt light and turbulence, service item pick up was not performed until the before landing cabin check.<br />
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Descending into SFO with San Jose city lights below.<br />
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At 7:02 pm, flight US1939 touched down on Runway 28L at SFO to the applause of everyone on board. The lead flight attendant thanked everyone “for participating in the historical flight with us.” We waited for some traffic before parking at Gate 45B two minutes early. Total flight time was 1 hour and 59 minutes.<br />
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Captain Richard Mitchell led the crew of US1939 from PHX to SFO.<br />
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<span style="font-size: small;">Post-Flight</span></h3>
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At Gate 45, the party was just starting; the real excitement was here. Everything throughout the day culminated to this final flight from San Francisco to Philadelphia.<br />
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As with PHX, the gate area was decorated with balloons. A scrumptious food spread highlighted by an US Airways sheet cake awaited us. Not having had dinner and super hungry (I missed out on the sandwiches at PHX because I wanted to get my green screen photo), I engorged myself on finger sandwiches and cupcakes.<br />
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The star of the evening was Ed Colodny (below, left). He started with Allegheny Airlines in 1957 and became CEO of US Air in 1975, later Chairman in 1978. He held those titles at the airline for 17 years, retiring in 1992. During those years, he was known as “master of mergers”, acquiring Piedmont and PSA. Mr. Colodny flew from his home in Vermont via PHL just to fly back to PHL on the last US Airways flight.<br />
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The lady in the foreground, Glenda Yarse, is a former Allegheny flight attendant; she was wearing her old uniform. Mr. Colodny was very happy to see her (top photo).<br />
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At age 89, Mr. Colodny was cheerful, bigger than life and extremely friendly. He remarked he couldn’t believe seeing his airline went from flying the DC-3 to the A330. He asked the crowd, “how many of you have even flown on the DC-3?” More than half of the audience raised their hands. Laughter ensues. Maybe he should have known better in a crowd of aviation enthusiasts!<br />
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He was the celebrity of that evening, obliging all autograph and photo requests. He spent time chatting with everyone, got to know a little about them. As an example, here was my brief interchange:<br />
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“What do you do, Ben?”<br />
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“I am a systems engineer at Lockheed Martin”<br />
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“Oh, Lockheed Martin. I know that company. Bethesda, Maryland, right?”<br />
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“Yeah”<br />
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“I know because I used to sit on the Board!”<br />
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<i>Laughter all around</i><br />
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“Do you work on the F-35?”<br />
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“No, a spacecraft”<br />
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“OK, I won’t ask you anymore because I won’t understand it”</blockquote>
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I later found out that after US Airways, in 1997, Mr. Colodny became chairman at COMSAT Corp, a satellite-based telecommunications company. COMSAT Corp…wait for it…merged with Lockheed Martin in 2000. Somehow, I think Mr. Colodny knows a thing or two about spacecraft.<br />
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Mr. Colodny with pilot Douglas Rice, the Captain of the final US Airways flight to Philly.<br />
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Me with my friend and former Bay Area resident Captain Mike, who was flying on the final flight to PHL. Incidentally, this was not the first time we had an airport connection-meet up.<br />
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After the obligatory speeches, boarding commenced early which allowed everyone time to get settled on board, given the activities going on.<br />
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Unfortunately, Gate 45B was not visible from the inside the terminal so this photo of another US Airways A321 parked at the next gate will have to suffice.<br />
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<i><b>Farewell US Airways!</b></i><br />
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<h3>
<span style="font-size: small;">Postscript</span><i><span style="font-size: small;"> </span></i></h3>
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<span style="font-size: small;">Souvenirs from that day. </span><br />
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<span style="font-size: small;"><a href="http://airwaysnews.com/blog/2015/10/17/us1939-us-airways-flies-into-history/" target="_blank">US1939 Trip Report from</a> Airways News. I collaborated with Chris Sloan on the PHX-SFO portion.</span><br />
<span style="font-size: small;"><br />American Airlines' <a href="https://www.youtube.com/watch?v=bWjj4olNi4E" target="_blank">video of the flight</a>. You can see my back at 2:56.</span><br />
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<span style="font-size: small;"><span style="font-size: x-small;">Copyright © 2015 Ben Wang. All Rights Reserved.</span> </span><br />
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Ben Wanghttp://www.blogger.com/profile/15405993300561907143noreply@blogger.com0tag:blogger.com,1999:blog-1333764659139651896.post-44121000733030776602015-07-10T06:59:00.000-07:002017-09-24T10:55:51.425-07:00Cherished Dream<h4>
Hainan Airlines San Jose to Beijing Inaugural</h4>
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In February 2015, Hainan Airlines <a href="http://www.flysanjose.com/fl/about/newsroom/2015_releases/Hainan_Service.pdf" target="_blank">announced</a> that they would start new service between Norman Y. Mineta San Jose International (SJC) and Beijing (PEK) in June using the state-of-the-art Boeing 787 <i>Dreamliner</i>. As a resident of the San Jose area and a big fan of the 787, of course I had to fly on the inaugural flight.<br />
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To fully experience the airline’s much-touted “five-star” service, I purchased a ticket in Business Class for slightly over $3900 round trip, including taxes. Although Hainan is not a member of an alliance, miles accrued in its Fortune Wings Club frequent flier program can be exchanged to other airlines or loyalty programs via <a href="https://www.points.com/home/" target="_blank">points.com</a>. <br />
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<span style="font-size: small;">Pre-Flight</span></h3>
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A couple weeks before my flight, the departure time changed 20 minutes from 1:10 pm to 1:30 pm. I would not normally bat an eye at such an insignificant change. However, I was surprised to receive phone calls from Hainan, China at all of my contact numbers – plus email – informing me of the change. Would this be a sign of great service to come? <br />
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Included with my Business Class ticket was limousine service to and from the airport. I called Hainan Airlines a few weeks before departure to reserve my rides. Later, I received emails from the airline confirming the pickup and drop-off times and locations, which was reassuring. <br />
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Evening before departure, I watched flight HU 7989, the inaugural departure to San Jose depart Beijing on Flightradar24. The flight was flown with aircraft B-2759, delivered only three months prior in April. I was excited that I would be flying on Hainan’s newest <i>Dreamliner</i>!<br />
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A new era begins. Two 787s enroute to SJC: ANA from Tokyo and Hainan from Beijing!<br />
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Ten minutes before promised, my airport ride, a black Cadillac CTS sedan, showed up at my doorsteps. So began a long but exciting day. Despite being a Monday morning, there was no traffic slow down and I arrived at SJC before 10 am.<br />
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SJC Terminal B – Southwest, Hainan, and Alaska (not shown).<br />
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A giant balloon panda along with a banner adorned Hainan’s decked out ticket counter. It was still early and there were plenty of open positions.<br />
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Unfortunately, there was a seat assignment snafu and I lost my pre-reserved seat at row 15 (last row in the first cabin - my favorite row on the 787). Since both window seats at row 15 were already assigned, I moved up to row 12, one row ahead. A manager from the ground staff apologized for the mix up and as promised, later followed up on email after ensuring my preferred seat on the return flight has been secured. <br />
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Even though counter agents were being trained, service was nevertheless quick and courteous. <br />
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“Space Observer” sculpture by Bjorn Schülke at the Terminal B mezzanine. <br />
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Gate 18 is one of two new “swing” gates at SJC, able to be converted between domestic and international configurations. There, workers and caterers were putting on final touches for the gate event.<br />
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And so we waited for HU 7989’s arrival from Beijing while munching on dim-sum dumplings and chicken salad.<br />
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At 11:43 am, Hainan <i>Dreamliner</i> B-2759 touched down at SJC’s Runway 30L marking start of a new era at San Jose!<br />
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SJC’s Aircraft Rescue and Fire Fighting delayed their weekly water discharge test by one day so the tradition of a water cannon salute for an inaugural flight can be performed.<br />
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I got interviewed by NBC affiliate Channel 11 about my trip. But I did not make the cut, because instead of noting the positives of the new service, the reporter decided to make an “investigative story” about how the airport’s water waste “controversy” for the water cannon salute was not really controversial at all. <br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="http://4.bp.blogspot.com/-UaYu5go5Xo0/VZ9TR1n25EI/AAAAAAAAPcE/F3iiXqsFIzk/s1600/BenNBC.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="213" src="https://4.bp.blogspot.com/-UaYu5go5Xo0/VZ9TR1n25EI/AAAAAAAAPcE/F3iiXqsFIzk/s320/BenNBC.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Photo: <a href="https://www.flickr.com/photos/94680150@N05/" target="_blank">Nick Hesler</a></td></tr>
</tbody></table>
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The inaugural crew, consisting of nine flight attendants and four pilots, posed for photos prior to the presentations.<br />
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The press conference was emceed by Silicon Valley Leadership Group President and CEO Carl Guardino, who made opening introductions.<br />
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San Jose Mayor Sam Liccardo, with City Council members (left to right) Magdalena Carrasco and Johnny Khamis.<br />
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China's Consul General at San Francisco, Luo Linquan<br />
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San Jose Silicon Valley Chamber of Commerce President and CEO, Matthew Mahood<br />
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Hainan Airlines Vice Chairman Mu Weigang (with translator), flew in from Beijing on the inaugural flight. He noted that the airline had specifically brought their newest 787 just for the inaugural flights today (thank you, Mr. Mu!).<br />
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SJC Airport Director Kim Becker<br />
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Exchange of gifts<br />
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The event culminated with the breaking of a giant fortune cookie.<br />
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<i>The Partnership between Hainan Airlines and Silicon Valley's Airport – SJC Will Be A Long and Prosperous One!</i><br />
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Ribbon cutting at the gate door officially opened Hainan’s flight to Beijing.<br />
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<h3>
<span style="font-size: small;">The Flight</span></h3>
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<span style="font-size: small;"> </span></h3>
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<b>Aircraft: </b>Boeing 787-8<br />
<b>Registration: </b>B-2759<br />
<b>msn/ln: </b>38056/274<br />
<b>Delivered: </b>April 2015 (age 0.3 years)<b> </b><br />
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<b>Hainan Airlines (HU) </b>7990<br />
<b>San Jose International (SJC) – Beijing Capital (PEK)</b><br />
<b>Scheduled Departure – Arrival</b>: 1:30 pm – 5:00 pm (next day)<br />
<b>Actual Departure – Arrival</b>: 2:04 pm – 5:09 pm (next day)<br />
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<b>Take-off SJC Runway 30R</b>: 2:15 pm<br />
<b>Landing PEK Runway 36L</b>: 4:47 pm<br />
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<b>Flight Duration:</b> 11 hours 41 minutes<br />
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Flightaware <a href="http://flightaware.com/live/flight/CHH7990/history/20150615/2030Z/KSJC/ZBAA" target="_blank">Flight Track</a>:<br />
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<b>Personal Achievement</b>: Sixth 787 Inaugural Flight<br />
<br />
<ol>
<li><a href="http://benairblog.blogspot.com/2012/11/dreams-do-come-true_10.html" target="_blank">United Airlines 787 First Revenue Flight</a></li>
<li><a href="http://benairblog.blogspot.com/2013/01/trip-report-dream-came-true-for-san-jose.html" target="_blank">ANA San Jose – Tokyo Route Opening Flight</a></li>
<li>Norwegian Oakland – Stockholm Route Opening Flight</li>
<li><a href="http://benairblog.blogspot.com/2014/06/everything-you-dreamed-of.html" target="_blank">Air Canada 787 First Revenue Flight</a></li>
<li><a href="http://benairblog.blogspot.com/2015/05/dream-big.html" target="_blank">American Airlines 787 First Revenue Flight</a></li>
<li>Hainan Airlines San Jose – Beijing Route Opening Flight</li>
</ol>
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With all the hoopla for the inaugural ceremony, boarding for the flight did not start until about 1:20 pm, ten minutes before scheduled departure. While boarding, I was disappointed not seeing goodie bags being handed out like some previous inaugural flights I have experienced.<br />
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I quickly made my way to seat 12A, second row in Business Class. I wanted to get some photos of the cabin before the crowd took their seats. This was made difficult, because the cabin crew immediately went to work. There was no time to settle in as I was “bombarded” (I say this kindly, of course) with my departure drink, warmed nuts, choice of hot or cold towel, and choice of magazines and newspapers.<br />
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There are two Business Class cabins, each with three rows. Seat pitch is 74 inches, in 2-2-2 layout. This layout is about one generation behind the latest cabin design that provides direct aisle access from all seats. Though less private for the solo traveler, this configuration doesn’t put each passenger behind tall walls making one feel less claustrophobic. This configuration also makes the cabin feel more spacious. In fact, while banking on approach, I was able to enjoy the view below through the row of large windows on the <i>opposite</i> side of the cabin.<br />
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“Hainan Passion” – airline’s own special drink – as recommended by the flight attendant. Taste was typical of a mixed fruit drink. The nuts (including those of the macadamia variety) were warm!<br />
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The menu “Gallery Service Collection” was then handed out. I know typically, the meal order would follow quickly, so there would not be time to explore the cabin further. I read through the multitude of choices: there were four dinner options (two each for Chinese and Western) and same number of options for the pre-arrival meal.<br />
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Being a Chinese airline, I went with the Chinese option, but had a difficult time deciding between the two choices. As expected, the Flight Manager Liza came and carefully took my order, methodically reading off each course and carefully noting my choice in her leather portfolio. The drink order would not be simple either. There was more than one option for hot tea (should have expected this – it is a Chinese airline, after all). I flipped to the beverage page and quickly decided on longjing. Finally, I was asked whether I wanted to have my dinner immediately after takeoff or at another time. Having a choice on the meal time gives nice flexibility if one had a late breakfast or lunch prior to departure (I had neither).<br />
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<tr><td style="text-align: center;"><a href="http://4.bp.blogspot.com/-HUU8mg2vJZs/VZ9eauMlIGI/AAAAAAAAPcM/PLGw9BGty2c/s1600/IMG_9403-copy.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="320" src="https://4.bp.blogspot.com/-HUU8mg2vJZs/VZ9eauMlIGI/AAAAAAAAPcM/PLGw9BGty2c/s320/IMG_9403-copy.jpg" width="240" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Seat back reading material</td></tr>
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<tr><td style="text-align: center;"><a href="http://1.bp.blogspot.com/-sLMb2RQpKgA/VZ9ea4cIv3I/AAAAAAAAPcE/6btrt02iKmc/s1600/IMG_9404-copy.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="236" src="https://1.bp.blogspot.com/-sLMb2RQpKgA/VZ9ea4cIv3I/AAAAAAAAPcE/6btrt02iKmc/s320/IMG_9404-copy.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Menu, safety card, and airsickness bag</td></tr>
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The captain welcomed everyone on board the inaugural flight to Beijing. Flight duration was expected to be 11 hours 40 minutes. Weather in Beijing was clear skies with temperature of 31°C. Our departure would be delayed a bit due to paperwork, but he wanted everyone to enjoy the “Dreamliner five-star service”.<br />
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<tr><td class="tr-caption" style="text-align: center;">Headsets and slippers</td></tr>
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<tr><td style="text-align: center;"><a href="http://1.bp.blogspot.com/-iTepiCIgW5c/VZ9ejNKk_ZI/AAAAAAAAPcE/vRQas7ZmoTU/s1600/IMG_9894-copy.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="240" src="https://1.bp.blogspot.com/-iTepiCIgW5c/VZ9ejNKk_ZI/AAAAAAAAPcE/vRQas7ZmoTU/s320/IMG_9894-copy.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Amenity kit featuring Bulgari items</td></tr>
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While waiting, Liza asked me whether the cabin temperature was comfortable and needed adjustment. A bit taken back, having never been asked this before, I replied, “feels fine”. She also explained the seat controls and lighting operations. <br />
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Unfortunately, the map on my 15-inch in-flight entertainment (IFE) system did not work initially. There was obviously a glitch, as I finally got it working (albeit only intermittently) on the second half of the flight. New airplane gremlins? <br />
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At 2:04 pm, we pushed back from the gate, 34 minutes late. Our Aviation Port Services ground crew lined up and gave us a hearty wave goodbye while media and airport staff photographed our departure. Unfortunately, that was my last photo prior to reaching cruising
altitude. Apparently, CAAC’s electronics policy is stuck in the 1990s
and I had to put away my camera for takeoff. <br />
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Here is what we looked like from the <a href="https://flic.kr/p/ur9DaE" target="_blank">other side</a>. And <a href="https://www.youtube.com/watch?v=4nF0xv7IFVw" target="_blank">video</a>.<br />
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<tr><td style="text-align: center;"><a href="https://flic.kr/p/ur9DaE" imageanchor="1" style="margin-left: auto; margin-right: auto;" target="_blank"><img border="0" height="213" src="https://1.bp.blogspot.com/-6LhxktVaBTM/VZ9TOjC56cI/AAAAAAAAPcE/L8yu3aFyBfg/s320/18662587828_706e05e633_z.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><a href="https://flic.kr/p/ur9DaE" target="_blank">Photo: Nick Hesler</a></td></tr>
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<tr><td style="text-align: center;"><a href="http://4.bp.blogspot.com/-XjwxL6z2yQk/VaFC87jW9ZI/AAAAAAAAPdM/P0R3H1Dloz8/s1600/7-copy.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="213" src="https://4.bp.blogspot.com/-XjwxL6z2yQk/VaFC87jW9ZI/AAAAAAAAPdM/P0R3H1Dloz8/s320/7-copy.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">You can see me in waving at the fifth window from the front!<br />
Photo: <a href="http://www.airliners.net/search/photo.search?photographersearch=Kendrick%20Dlima&distinct_entry=true" target="_blank">Kendrick Dlima</a></td><td class="tr-caption" style="text-align: center;"><br /></td></tr>
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At 2:15 pm, we lined up on 30R and made a long sprint down the runway. With a sharp pitch up, we took to the skies and banked east and then south on the standard “Loupe” departure from SJC. Cabin noise up front was noticeably quiet.<br />
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<tr><td style="text-align: center;"><a href="http://2.bp.blogspot.com/-36m0e6ZocBY/VaFC8wWTP9I/AAAAAAAAPdI/K1G2ikJkRoQ/s1600/4-copy.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="213" src="https://2.bp.blogspot.com/-36m0e6ZocBY/VaFC8wWTP9I/AAAAAAAAPdI/K1G2ikJkRoQ/s320/4-copy.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Photo: <a href="http://www.airliners.net/search/photo.search?photographersearch=Kendrick%20Dlima&distinct_entry=true" target="_blank">Kendrick Dlima</a></td></tr>
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Antiquated electronic policy continued to prevail. An announcement reminded everyone that electronic devices were not to be used until the seat belt light went off, which occurred when we reached cruising attitude some 20 minutes later. Cabin windows dimmed to half darkness, but I was able to override mine back up to full brightness.<br />
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Foul mood caused by separation anxiety between me and my camera and lack of map on the IFE was quickly quelled when dinner service began.<br />
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Flight attendant’s beverage tray was lined with a sheet commemorating our inaugural flight. I wanted to take a photo, but Liza instead gave me an unsoiled sheet as a souvenir.<br />
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Hot longjing tea along with canapés. The tea was brewed just right with the correct temperature. It tasted perfect!<br />
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Hot towels came through for the second time. Place setting at my table was set individually. Two flight attendants, each playing a role in a choreographed play, took parts from the place setting cart and carefully placed each item on my table. Silverware were unwrapped their cloth napkin bundle and placed in front of me. Everything from the ying-yang shaped salt-and-pepper shaker to the toothpick had a specific place on the table. Capping it all off – my very own bread basket. Yes, my friends, no hard decisions on wheat roll or garlic bread – you can have it all!<br />
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Starter – Fried five spices bean curd with marinated squid and mushroom<br />
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Soup – Egg white bouillon with crab meat. The soup was rather salty but definitely tasted crabby.<br />
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Just like a fine Cantonese restaurant, soiled silverware were changed out for new ones between courses. The airline must carry an extra cart just for all the utensils they change out during meal service. <br />
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Salad – with a choice of three dressings poured in front of you.<br />
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Ninety minutes into the flight, we said goodbye to Washington state and turned northwest paralleling the British Columbian and Alaskan coastal panhandle. And entrée was served.<br />
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Entrée – Stewed beef flank, sautéed bok choy with black mushroom, and steamed seabass served with fresh steamed rice. Condiment was Hainan style hot chili sauce. The rice was just warm – not steaming hot - a bit too cool for my liking.<br />
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The chili sauce tasted <i>interesting</i>. It was made with <a href="https://en.wikipedia.org/wiki/Hainan_yellow_lantern_chili" target="_blank">yellow latern chili</a>, found only in Hainan. It was nothing I had ever tasted before.<br />
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Everything else tasted typical of what one would get a fine Chinese restaurant on the ground. The only thing exceptional was the crab soup. Having soup on board an airplane is still a novelty for me. Crab soup? That was luxurious! <br />
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With the completion of the main meal, all silverware, plates were picked up and out came the dessert cart. Choices were cheesecake, ice cream, or fruit. The cheesecake was the fanciest looking thing there as the ice cream was just a small cup of Häagen-Dazs – the same kind I had flying economy on ANA. I thought this was the weakest part of the meal. Yes, the Chinese is not really known for dessert, but a traditional banquet closer such as sweet red bean soup would have gone well here.<br />
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All was not over yet…<br />
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To celebrate our inaugural flight, the Silicon Valley Leadership Group provided a sheet cake, chocolate bars, and trail mix. Hainan contributed with a packet of commemorative postcards printed for the occasion, along with a special gift – a coupon for $50 off on our next flight.<br />
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Since I was the first passenger the cake cart came to, Liza asked whether I would do the honors of cutting the cake. I was taken back. “You want <i>me</i> to cut the cake?!” Proudly posing for the company camera as well as my own, I made my first-ever in-flight cake cutting in front of an audience of the few other passengers in the forward cabin.<br />
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I had the eBay corner!<br />
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Finally, Liza informed me that the pre-arrival meal would begin two hours before landing and asked whether I would like to be awoken for breakfast (“yes”). In addition, once I was ready for bed – in order to have “better sleep” - the flight attendants would provide turndown service and be providing pajamas. Unfortunately they were out of smaller sizes; I had settle for XL. <br />
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Like setting the table at dinner, turning the seat down for bed was yet another production. Bedding kits consisting of duvet, top and bottom sheets, and second pillow were stored in large vacuum-sealed bags in the overhead bins. The idea was your bed got made while you change into your pajamas in the lavatory. But since our cabin was only half full, it was easy to stand in an unoccupied row to get out of the way.<br />
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Crew kept the lavatories clean throughout the flight. You knew this because paper towels and toilet paper always had the folded triangle lead. Impressive!<br />
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With windows in the full dark mode, I laid down for my nap and this is what I saw – full sun glaring into my eyes.<br />
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Being a window seat guy through and through, I appreciate the concept and technology behind 787’s electrochromatic windows. However, when sleep is the priority, this idea is only mildly successful in execution. <br />
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As typical with these kinds of lay-flat seats, I had to line my body up with respect to the cushions in order to get support at the correct location. Having an adjustable lumber also helped. The cabin temperature later got too warm for me. I opened the vents above my bed and was surprised to hear how loudly the air hissed in the hushed cabin. I closed it a bit to quiet it back down.<br />
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I got only about four hours of productive sleep (really – more of a nap) and decided to get up with four hours to go. For comparison, on the return trip, I got a very decent six to seven hours of solid sleep. I also got properly prepared for sleep on the return, wearing my new PJs, eyeshade, and eyeplugs. I surprised myself, actually, that I slept for that long when I had to be woken up for the pre-arrival meal. <br />
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After some struggle with the laggy IFE, I finally got the in-flight map to show on my screen (yay!).<br />
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I made my way to the “middle bar” next to door 2R and helped myself to some fruit and nuts. A flight attendant refilled the fruit plate and asked whether I had rested well? “Not too bad,” I replied.<br />
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We hit some moderate turbulence near southern Siberia. Pilots announced that it would last around 30 minutes. Cabin crew remained seated and announced service would be suspended. <br />
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I was getting concerned this turbulence would cut into the pre-arrival meal. After experiencing that elaborate dinner, I wanted more! Luckily, turbulence subsided in good time. A bit over two hours to go, simulated sunrise slowly filled the cabin.<br />
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Once again, hot towel. Coffee, juice, or tea? I decided to go soft drink and threw off the flight attendant. Like dinner, table setting was a choreographed exercise with each item neatly placed in front of me. <br />
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Unlike dinner, each course came out one after another culminating in a full table. Steamed dumplings served as appetizer. My <i>noddle</i> main course was stir-fried noodles with shrimp. It was accompanied by pickled vegetables and soup.<br />
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For reference, here was the other Chinese meal choice, the <i>rice</i> main course.<br />
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With a change to clean silverware, fresh fruit closed a fine and tasty meal.<br />
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All was not prefect, however. Conversing with other business flyers after the flight, those that ordered special meals were disappointed with meals they received, both in terms of the quality and the simple fact that their dietary concern for the special meal was not met. I spoke to the crew in Mandarin, the airline’s own language. However, for those that spoke only English, overheard in the cabin, communication was problematic when Q&A between passenger and crew went outside of the box.<br />
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Typical with all fine dining (and service-oriented) establishment in China, I was given a survey booklet evaluating the airline’s service. It was quite comprehensive, covering everything from the ground service to IFE to the meals and, of course, cabin service. <br />
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A pre-landing announcement was made our Captain: weather in Beijing was expected to be overcast with temperature of 34°C or 93°F. We expect arrival at 4:55 pm. “Thank you for flying on the inaugural San Jose to Beijing flight – tell your friends!”<br />
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At 4:57 pm, we touched down at PEK’s Runway 36L. As we made the long taxi to Terminal 2, we bumped along on the concrete slabbed taxiway, causing the airplane to jar around and plastic grinding noises in the cabin. The airport needs to repave those taxiways!<br />
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At 5:09 pm, we arrived at gate 210. Total distance was 5934 miles according to the IFE monitor.<br />
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<span style="font-size: small;">Post-Flight</span></h3>
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After thanking the crew for their excellent service, I was surprised to find an airline staff member holding a sign with my name waiting at the foot of the jet bridge. “I did not expect to see you until I get outside, I almost missed you!” I said. “I will be escorting you through the airport,” he replied. In all of my years of flying (with some recent flights in Business Class as well), I have never experienced this.<br />
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So this guy guided me through the concourse, through the fever inspection thermal camera, through passport check, waited with me for my checked bags to show up (too-long-for-Business-Class, I thought), and pushed my trolley through customs. He waited for me at the ATM and finally dropped me off in the parking garage to the awaiting black Mercedes sedan. It was a hot hand-off to the driver, who already had the Benz fired up with the air conditioning running. “Yu-Ning Hotel?” the driver confirmed. “Yes, in the Dongcheng”. As a proud do-it-your-selfer, at this point, I had quite a smirk on my face getting a taste of the high-life. We made it into the city proper via the Airport Expressway on a shockingly quick 20-minute trip. Equally shocking was yet another 20-minute trudge in afternoon rush hour traffic through the city to my hotel.<br />
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Almost 19 hours after leaving home, in a literal, pampered, door-to-door service, I crossed the Pacific from the center of Silicon Valley to the heart of Beijing – ready for a night on the town at <i>Wangfujing</i>. What a five-star experience it was!<br />
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So how was the trip back? Check out my <b><a href="http://www.airliners.net/aviation-forums/trip_reports/read.main/267968/" target="_blank">return flight trip report</a>.</b> <br />
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<span style="font-size: x-small;">Copyright © 2015 Ben Wang. All Rights Reserved. </span>Ben Wanghttp://www.blogger.com/profile/15405993300561907143noreply@blogger.com6tag:blogger.com,1999:blog-1333764659139651896.post-83585086817245012132015-05-30T17:24:00.000-07:002017-09-24T10:56:01.498-07:00Flying in the “Tin Goose”<h2>
<span style="font-size: small;">Flight in a Vintage 1929 Ford Tri-Motor</span></h2>
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The Ford Tri-Motor, known affectionately as the <i>Tin Goose</i>, was world’s first mass produced airliner. Built with corrugated aluminum, the Tri-Motor resembled more like a tool shed than an airplane.<br />
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Nevertheless, it was rugged and durable. This all-metal airliner introduced many elements of modern aviation that we know today: an enclosed cabin, redundant engines; facilities such as paved runways, airport terminals, radio navigation were created because of the Tri-Motor.<br />
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Designed by Stout Metal Airplane, a division of the Ford Motor Company, 199 Tri-Motors were built between 1926 and 1933. Tri-Motor’s all metal construction backed by the Ford name convinced the public that it was a safe airplane to fly.<br />
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I flew in Experimental Aircraft Association’s (EAA) <a href="https://www.eaa.org/en/eaa/flight-experiences/fly-the-ford-eaa-ford-tri-motor-airplane-tour/ford-tri-motor-history" target="_blank">aircraft NC8407</a>, a Tri-Motor model 4-AT-E. It was built in 1929 for Eastern Air Transport (a predecessor of Eastern Airlines) and restored between 1973 and 1985. Originally powered by three 300-hp Wright R-975 nine-cylinder radial piston engines, NC8407 was upgraded to Pratt & Whitney R-985 “Wasp Junior” engines. With two 450 horsepower engines and one 550 horsepower engine, NC8407 is the most powerful Tri-Motor flying today.<br />
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The EAA brought NC8407 to San Carlos Airport (SQL) as a part of its <a href="https://www.eaa.org/en/eaa/flight-experiences/fly-the-ford-eaa-ford-tri-motor-airplane-tour" target="_blank">national tour</a>, offering 30-minute experience flights. Each flight carried up to ten passengers. For an extra fee, one lucky passenger can opt to fly as the “co-pilot”.<br />
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I paid $70 for the flight and $55 upgrade to sit in the right seat in the cockpit (of course I did!).<br />
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<tr><td class="tr-caption" style="text-align: center;">Photo: Mike Chew</td></tr>
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After waiting for about three hours watching the Tri-Motor flying in and out of SQL all afternoon long, I finally got to fly on “Flight 20”. We took the southern route on my flight. After making a quick rotation off Runway 30, we turned south and went along San Francisco Bay. <br />
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With the side window open, the scenery below in the late afternoon sun cruising by at 90 mph at 1500 feet was spectacular!<br />
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We turned north over Palo Alto and before landing back at San Carlos. Alas the flight ended all too quickly; total air time was a short 14 minutes. Upon taxi back to the ramp at <a href="http://www.hiller.org/" target="_blank">Hiller Aviation Museum</a>, we taxied next to the raised platform at the museum allowing for some nice photo ops for the spectators.<br />
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<tr><td class="tr-caption" style="text-align: center;">Photo: Mike Chew</td></tr>
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Over three days, I flew in the most advanced airliner of today, the Boeing 787, and the most modern airliner of the 1920s, the Ford Tri-Motor. I traveled back 86 years in three days. I am still in awe…<br />
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<b><span style="font-size: large;">See <a href="https://youtu.be/6RJ276gPBvo" target="_blank">video</a> and <a href="https://flic.kr/s/aHskcUApdw" target="_blank">more photos</a> from my flight</span></b></div>
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<tr><td class="tr-caption" style="text-align: center;">Photo: Justin Cederholm</td></tr>
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<tr><td class="tr-caption" style="text-align: center;">Photo: <a href="http://horizontalrain.com/" target="_blank">Sagar Pathak</a></td></tr>
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Ben Wanghttp://www.blogger.com/profile/15405993300561907143noreply@blogger.com0tag:blogger.com,1999:blog-1333764659139651896.post-76146599912986505192015-05-18T23:58:00.001-07:002017-09-24T10:56:11.512-07:00Dream Big<h4>
Flying on the Inaugural American 787 <i>Dreamliner</i></h4>
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<a name='more'></a><i>Prologue</i><br />
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In February, when American Airlines officially <a href="http://hub.aa.com/en/nr/pressrelease/american-airlines-announces-first-routes-for-boeing-787-dreamliner" target="_blank">announced plans</a> for their inaugural Boeing 787 Dreamliner flight, naturally I jumped at the chance to purchase my ticket on that historic flight. I have been logging as many inaugural Dreamliner flights as I can - with my primary focus being the inaugural revenue flight on every U.S. and Canadian operator (100% successful so far) and the inaugural 787 route-opening flight from my home airports in the San Jose area.<br />
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AA’s inaugural Dreamliner flight would take place on May 7th from Dallas-Fort Worth (DFW) to Chicago-O’Hare (ORD), between the airlines’ two main hubs. Tickets went on sale over the February 14th weekend schedule update. Demand was understandably high and AA’s reservation system was slow to show the 787 flight. By the time I was ready for my purchase on February 15th, the price for the flight had gone up significantly (and all the window seats were taken). Just like my inaugural United 787 flight, I ended up redeeming 30,000 miles (plus $5.60) for an Economy AAnytime Award ticket.<br />
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<i>Pre-Flight</i><br />
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I wanted to get to the airport early, ahead of the 7:10 am departure, in case there was a special event taking place at the gate. I thought chances were good since we were departing from the nicer Terminal D and using the same gate as the inaugural flight from DFW to Beijing, which would depart later in the same day.<br />
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On the way to the airport in the packed full hotel van at 5 am, I thought: “déjà vu”. Why do these inaugural flights always operate so early, depriving me of my sleep? Despite being the last person dropped off, I was checked-in, through security, and at the gate in 15 minutes. <br />
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<tr><td class="tr-caption" style="text-align: center;">Plenty of open kiosks at 5 am</td></tr>
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<tr><td style="text-align: center;"><a href="http://4.bp.blogspot.com/-ILU5Qbn7HSo/VVl6MhSrHxI/AAAAAAAAPMs/H3OB2Wv33vo/s1600/IMG_9255-copy.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="238" src="https://4.bp.blogspot.com/-ILU5Qbn7HSo/VVl6MhSrHxI/AAAAAAAAPMs/H3OB2Wv33vo/s320/IMG_9255-copy.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Entrance to the security check point - wishing you a good flight!</td></tr>
</tbody></table>
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Quite a large crowd had already gathered at gate D25 despite the early hour of 5:30 am. I was happy to see banners, food spread, a green screen, and podium being set up. This is exactly the reason why I love special commemorative flights - a cause for celebration and associated aura of excitement - everyone from the airline, airport, to the enthusiastic passengers - everyone was having fun and enjoying themselves!<br />
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First thing that caught my eye was a small crowd at the podium. People were looking at the jaw-dropping 75-person deep upgrade list. It would be doubtful that any of the 28 seats in Business Class would open up on this special flight.<br />
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<div class="separator" style="clear: both; text-align: center;">
<a href="http://3.bp.blogspot.com/-dipqgbQAdi0/VVl6NBncijI/AAAAAAAAPMs/DdDEOg5XJW4/s1600/IMG_9258-copy.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="240" src="https://3.bp.blogspot.com/-dipqgbQAdi0/VVl6NBncijI/AAAAAAAAPMs/DdDEOg5XJW4/s320/IMG_9258-copy.jpg" width="320" /></a></div>
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It was time to join in the fun. I met up with my friend Justin and we got the line to the green screen photo started (you can <a href="http://i2.wp.com/theforwardcabin.boardingarea.com/wp-content/uploads/2015/05/Photo-May-07-5-50-43-AM.jpg" target="_blank">see me in this photo</a> from The Forward Cabin <a href="http://theforwardcabin.boardingarea.com/2015/05/07/an-exciting-look-at-americans-inaugural-787-flight-from-dallas-to-chicago/" target="_blank">blog</a>).<br />
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After receiving my photo and accompanying frame, I grabbed a pastry, fruit, and coffee with our Dreamliner awaiting us out the window. </div>
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Approaching the departure minus one hour mark, the crowd grew, the lines got long, and everything started to happen quickly. I noticed our pilots were preparing paperwork at the adjacent gate. Unashamed (and knowing that they will quickly become celebrities and difficult to get to later), I rushed up and had them sign my American 787 Gemini Jets model box. It will go nicely with my signed United 787 from that inaugural flight. </div>
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It was a hurried breakfast. There was barely enough time to swallow my giant chocolate croissant and down my coffee before the speeches started. </div>
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Fernand Fernandez, American Vice President of Global Marketing kicked off the event.</div>
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<div>
Allan Smolinski, Boeing Director of Sales in the Americas, followed by showing off the company’s advertisement in the morning Dallas newspaper congratulating American's new airplane. </div>
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<a href="http://4.bp.blogspot.com/-asKYP-M1qYQ/VVl5ypoPCtI/AAAAAAAAPMs/fXex1fWG-n4/s1600/5D3_0112-copy.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="320" src="https://4.bp.blogspot.com/-asKYP-M1qYQ/VVl5ypoPCtI/AAAAAAAAPMs/fXex1fWG-n4/s320/5D3_0112-copy.jpg" width="274" /></a></div>
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DFW Airport Executive Vice President of Global Strategy & Development John Ackerman wrapped up the speeches.</div>
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<div class="separator" style="clear: both; text-align: center;">
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Ceremony concluded with a group photo between the principal flight crew and executives. The pilots on our flight were (left to right): Captain Mark Torres, Captain Charlie Savage, and Captain Bill Elder.</div>
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No rest for the weary, the main event got underway immediately thereafter. With all the attention, this flight must depart on-time. With news cameras at the ready, an early boarding commenced. <br />
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<div>
<i>The Flight</i></div>
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Flight: AA 2320, Dallas-Ft Worth (DFW) - Chicago-O’Hare (ORD)</div>
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Scheduled Departure-Arrival: 7:10 am - 9:38 am</div>
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Actual Departure-Arrival: 7:10 am - 9:32 am</div>
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Takeoff DFW Runway 17R: 7:29 am</div>
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Landing ORD Runway 27L: 9:23 am</div>
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Distance: 935 miles</div>
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Flight Duration: 1 hour 54 minutes</div>
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<div>
Flightaware <a href="http://flightaware.com/live/flight/AAL2320/history/20150507/1210Z/KDFW/KORD" rel="nofollow" target="_blank">flight track</a>:</div>
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<div class="separator" style="clear: both; text-align: center;">
<a href="http://4.bp.blogspot.com/-Kjv2bE9kVSw/VVl6K3msmQI/AAAAAAAAPMs/-rc5vPIIuVc/s1600/DFW-ORD.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="289" src="https://4.bp.blogspot.com/-Kjv2bE9kVSw/VVl6K3msmQI/AAAAAAAAPMs/-rc5vPIIuVc/s320/DFW-ORD.png" width="320" /></a></div>
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Aircraft: Boeing 787-8</div>
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Registration: N801AC </div>
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msn/ln (variable number): 40619/249 (ZA818)</div>
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Aircraft Delivered: 27 Feb 2015</div>
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Personal Achievement: Fifth 787 Inaugural Flight</div>
<div>
<ol>
<li><a href="http://benairblog.blogspot.com/2012/11/dreams-do-come-true_10.html" target="_blank">United 787 Inaugural Flight</a></li>
<li><a href="http://benairblog.blogspot.com/2013/01/trip-report-dream-came-true-for-san-jose.html" target="_blank">ANA San Jose - Tokyo Inaugural Flight</a> </li>
<li>Norwegian Oakland - Stockholm Inaugural Flight</li>
<li><a href="http://benairblog.blogspot.com/2014/06/everything-you-dreamed-of.html" target="_blank">Air Canada 787 Inaugural Flight</a></li>
<li>American 787 Inaugural Flight</li>
</ol>
</div>
<div class="separator" style="clear: both; text-align: center;">
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<a href="http://2.bp.blogspot.com/-GhZpkX3uIH4/VVl6gB03jEI/AAAAAAAAPMs/iTC8HqatgzI/s1600/787%2Bcollage.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="240" src="https://2.bp.blogspot.com/-GhZpkX3uIH4/VVl6gB03jEI/AAAAAAAAPMs/iTC8HqatgzI/s320/787%2Bcollage.png" width="320" /></a></div>
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See this <a href="https://www.youtube.com/watch?v=0-aQwMSZZfU" target="_blank">excellent time-lapse video</a> of the flight taken by another passenger.</div>
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While in line for boarding, Boeing representatives handed out 787 stickers and microfiber cleaning cloths. At the boarding door, AA representatives handed out goodie bags. I excitedly told the person, “this is so awesome!”. My hands were now full. Unable to take photos, I had to let others pass behind me in the jet bridge while I stuffed my new-found loot in my bag. </div>
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Stepping through the L2 door, I was greeted by the familiar Dreamliner archway and AA’s Business Class snack bar, standard on their new aircraft. </div>
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<a href="http://3.bp.blogspot.com/-VCARffvxbT0/VVl51fhBJ3I/AAAAAAAAPMs/RbzYOgBeTRw/s1600/5D3_0143-copy.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="320" src="https://3.bp.blogspot.com/-VCARffvxbT0/VVl51fhBJ3I/AAAAAAAAPMs/RbzYOgBeTRw/s320/5D3_0143-copy.jpg" width="213" /></a></div>
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I quickly found my aisle seat, 16C, near the back of the first Main Cabin section. I was not too disappointed missing out on a window. Experience from my previous commemorative flights taught me that having an aisle seat gave me the flexibility of moving about to take photos whenever I wanted. Plus, I will have a window seat on the return trip, thus giving me best of both worlds.</div>
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<a href="http://3.bp.blogspot.com/-hHRnterxgHo/VVl57z0SGDI/AAAAAAAAPMs/Sxg-mFCJ9I4/s1600/5D3_0154-copy.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="320" src="https://3.bp.blogspot.com/-hHRnterxgHo/VVl57z0SGDI/AAAAAAAAPMs/Sxg-mFCJ9I4/s320/5D3_0154-copy.jpg" width="220" /></a></div>
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Our captain, Lead Check Airman Charlie Savage, thanked everyone for “helping us celebrate the inaugural 787 flight”. Our cruising altitude was expected to be 39,000 feet, with some weather concerns around Oklahoma, which we would be going around. </div>
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Surprisingly enough, most everyone took to their seat quickly. Most were playing with their 9” Panasonic seat-back entertainment system or found the USB port or power outlet to charge their portable electronics.</div>
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<a href="http://4.bp.blogspot.com/-k5zPkUA0T6I/VVl53OFDKCI/AAAAAAAAPMs/nfAC_aPq8BI/s1600/5D3_0161-copy.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="213" src="https://4.bp.blogspot.com/-k5zPkUA0T6I/VVl53OFDKCI/AAAAAAAAPMs/nfAC_aPq8BI/s320/5D3_0161-copy.jpg" width="320" /></a></div>
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<a href="http://4.bp.blogspot.com/-hnGzC8FXQjM/VVl51qwXdtI/AAAAAAAAPMs/AsTGrkWQOn4/s1600/5D3_0149-copy.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="213" src="https://4.bp.blogspot.com/-hnGzC8FXQjM/VVl51qwXdtI/AAAAAAAAPMs/AsTGrkWQOn4/s320/5D3_0149-copy.jpg" width="320" /></a></div>
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The touchscreen and the software on the seat-back monitor was very responsive; I was impressed! The interface can also be customized between a side scrolling album view to a vertical scroll small icon view, allowing more content to be displayed on a single screen. </div>
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<div class="separator" style="clear: both; text-align: center;">
<a href="http://1.bp.blogspot.com/-UhL1JnsVp24/VVl6IbxyqgI/AAAAAAAAPMs/288-8vNu0QA/s1600/5D3_0407-copy.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="213" src="https://1.bp.blogspot.com/-UhL1JnsVp24/VVl6IbxyqgI/AAAAAAAAPMs/288-8vNu0QA/s320/5D3_0407-copy.jpg" width="320" /></a></div>
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<a href="http://1.bp.blogspot.com/-gM4bKOZC-HM/VVl6O25ch5I/AAAAAAAAPMs/AV0nqPIrPaM/s1600/IMG_9275-copy.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="255" src="https://1.bp.blogspot.com/-gM4bKOZC-HM/VVl6O25ch5I/AAAAAAAAPMs/AV0nqPIrPaM/s320/IMG_9275-copy.jpg" width="320" /></a></div>
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The seat cushion, unfortunately, felt very hard. My initial BIS rating was “uncomfortable” but I forgot about it after a while. Not sure whether this will be noticeable on a long-haul flight overseas. </div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="http://4.bp.blogspot.com/-vEro5Edmcno/VVl52aWa5GI/AAAAAAAAPMs/g4TahKg4GG4/s1600/5D3_0158-copy.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="320" src="https://4.bp.blogspot.com/-vEro5Edmcno/VVl52aWa5GI/AAAAAAAAPMs/g4TahKg4GG4/s320/5D3_0158-copy.jpg" width="213" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Legroom reference</td></tr>
</tbody></table>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="http://2.bp.blogspot.com/-jTCs6NDNU3k/VVl532GszsI/AAAAAAAAPMs/ki8fZRVWDwk/s1600/5D3_0172-copy.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="210" src="https://2.bp.blogspot.com/-jTCs6NDNU3k/VVl532GszsI/AAAAAAAAPMs/ki8fZRVWDwk/s320/5D3_0172-copy.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Overhead Passenger Service Units</td></tr>
</tbody></table>
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<div>
With a last “get off now” warning by the ground crew to those not flying on the flight, the door closed promptly at 7:10 am, pushback followed immediately thereafter.</div>
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Purser Angie Moore announced Captain Savage is joined by First Officer (and Fleet Training Manager) Bill Elder. Flying time was expected to be 1 hour 49 minutes at 39,000 feet. Weather in Chicago was partly cloudy with temperature of 55°F. </div>
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After pushback and during engine start, I was reminded of the electrical whine and whirl unique to the 787 - which brought a big smile to my face. Yes, I am on board a Dreamliner again!</div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="http://1.bp.blogspot.com/-gQFF9vAipJU/VVl54cqPxrI/AAAAAAAAPMs/UUQ6aCBTAeo/s1600/5D3_0175-copy.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="213" src="https://1.bp.blogspot.com/-gQFF9vAipJU/VVl54cqPxrI/AAAAAAAAPMs/UUQ6aCBTAeo/s320/5D3_0175-copy.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">787 escape paths</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="http://1.bp.blogspot.com/-vW7VYJuq5MY/VVl54hHSz4I/AAAAAAAAPMs/7enUCQdAUBs/s1600/5D3_0178-copy.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="213" src="https://1.bp.blogspot.com/-vW7VYJuq5MY/VVl54hHSz4I/AAAAAAAAPMs/7enUCQdAUBs/s320/5D3_0178-copy.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">You don't want to see a 787 doing this (or any plane for that matter)</td></tr>
</tbody></table>
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With cabin lights dimmed for takeoff, a pair of DFW fire engines gave us a water cannon salute prior to taxi out to the east runways. Unfortunately, the spray did not have much gusto and did not last too long - I was unimpressed. </div>
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Bypassing MD-80s, 737s, and RJs holding short of Runway 17R, we were number two or three for departure. At 7:29 am, the inaugural American Dreamliner flight took the skies with a thunderous applause in the cabin. </div>
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Ten minutes later, the seat belt light went off. The captain announced that our initial altitude would be 35,000 feet, later climbing to 39,000 feet (we ended up at 41,000 feet). Despite going around some weather to our left, he estimated arriving in Chicago at 9:32 am, six minutes early. Captain Savage then added some interesting statistics: our takeoff weight was 357,000 lbs with 46,000 lbs of fuel, cruising speed was 526 knots or Mach 0.85.</div>
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With the seat belt light off, everyone started to mingle and hung out in the aisles. Flight attendants announced that they needed to get carts down the aisle for service and asked everyone to stay out of the aisles. This was moot, since we hit turbulence and the seat belt light came back on again.</div>
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It was beverage service only. There was no champagne toast like on board the inaugural United 787. Too bad. </div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="http://4.bp.blogspot.com/-NdFVeqMmbmU/VVl6PaEV-8I/AAAAAAAAPMs/j8RO7czFyog/s1600/IMG_9280-copy.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="240" src="https://4.bp.blogspot.com/-NdFVeqMmbmU/VVl6PaEV-8I/AAAAAAAAPMs/j8RO7czFyog/s320/IMG_9280-copy.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Flight attendant David</td></tr>
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With beverage service complete and seat belt light off again, people started to mingle or walked around the aircraft. It was quite a party atmosphere. I estimate 80% of the passengers were either in the airline industry, aviation enthusiasts, or frequent fliers with deep knowledge of flying. Literally everyone was sharing stories about airplanes and travel. </div>
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I took a tour of the aircraft and got a peek of the crew rest in the back and chatted with flight attendants in the galley. They were just as excited as we were! One of them exclaimed, “I love you airplane nerds!” I reminded her, we like to be called “avgeeks”, LOL. </div>
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Mid cabin galley:</div>
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Last row in the second cabin, row 18 in the Main Cabin, is a double seat. I sat here on my return flight. There was plenty of legroom, surprisingly a lot of recline, but unfortunately, the seats were in front of the lavatories. </div>
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Speaking of which…side cabin lavatory:</div>
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Mid cabin lavatory. As I noticed from my flight on Norwegian, the toilet seat on these later 787s no longer lowers automatically after waving at the flush sensor. </div>
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Business Class is in the 1-2-1 configuration and seats are forward and aft facing. It is not as private as the all-forward facing Business Class on the new 777-300ER. I did not try a seat out to see how it felt. </div>
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The footrest can be used as a guest chair. </div>
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Closer to the front, it got busier and more crowded. There was a traffic jam at the forward galley. Feeling out of place, I quickly took my photos and went back to my seat. </div>
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Captain Savage was moving about the cabin greeting passengers and providing interviews to reporters. He joked, when he hears the gears come down, it’s time to head back to the cockpit!</div>
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Seated behind me was Star-Telegram’s Sky Talk reporter Andrea Ahles. You can see the back of my head in her <a href="http://www.star-telegram.com/news/business/aviation/sky-talk-blog/article20474937.html" target="_blank">video report</a>.</div>
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You can see me in the background on this <a href="https://youtu.be/EC2KY375JiA?t=57s" target="_blank">American Airlines video</a>.</div>
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Descending for Chicago, Captain Savage announced that our landing weight would be 335,000 lbs with landing speed of 143 knots. After the seat belt light came on, it was a bit difficult to get the crowd to settle back into their seats. It was not until the “flight attendants prepare for landing” announcement that everyone finally got seated. </div>
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At 9:23 am, we made a hard touchdown on Runway 27L to the applause of everyone on board. We then made the long taxi along the north side runways, providing opportunities for vehicles chasing us for photos. During that long taxi, there was a bit of competition between everyone attempting to acquire signals on their mobile phones. Everyone had trouble, but eventually, T-mobile and Verizon customers had success while AT&T failed to connect at all. Accurate or not, we all blamed it on the new finagle composite material on the airplane. </div>
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After turning the corner over I-190 airport roadway, we made our way to Terminal 3 and came to a stop at gate L10 at 9:32 am, arriving four minutes early. </div>
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After the majority of the passengers deplaned, some of us hardcore enthusiasts stayed behind photographing the cabin and/or made our way forward to visit the cockpit. The crew was very accommodating. Additional pilots were in the Business Class cabin answering questions. It was like an airshow - two queues formed down each aisle for cockpit visits. Not wanting to waste my time in line, I said “goodbye for now” to the crew and went into the terminal.</div>
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Although the return flight back to DFW would be the second Dreamliner flight for AA, there was still a celebratory mood in the gate area. A table with balloons was set up with popcorn and water,</div>
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And Capt Savage was being interviewed by news cameras. </div>
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With two and a half hours before the return trip to DFW, there was plenty of time between flights. I requested and received a ramp walkaround and a cabin tour of our aircraft. </div>
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The long turn was scheduled so that aircraft familiarization training can be done by the ground crew. Chicago had not been receiving a lot of the 787 training flights there. </div>
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The plane was so shiny...no greasy spots at all!</div>
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Engine exhaust tips still had a tinge of blue. </div>
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Captain Torres explained various features of the Dreamliner cockpit.</div>
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Pilot (forward) crew rest:</div>
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Business Class aft facing seat:</div>
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Main Cabin Extra, with windows in varying states of dim:</div>
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Aft Main Cabin:</div>
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<i>The Return Flight</i></div>
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Flight: AA 2334, Chicago-O’Hare (ORD) - Dallas-Ft Worth (DFW)</div>
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Scheduled Departure-Arrival: 12:10 pm - 2:54 pm</div>
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Actual Departure-Arrival: 12:08 pm - 2:40 pm</div>
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Takeoff ORD Runway 28R: 12:31 pm </div>
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Landing DFW Runway 18R: 2:28 pm</div>
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Flight Duration: 1 hour 57 minutes</div>
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Flightaware <a href="http://flightaware.com/live/flight/AAL2334/history/20150507/1710Z/KORD/KDFW" target="_blank">flight track</a>:</div>
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<b><span style="font-size: large;">See my <a href="https://youtu.be/qLctR2c3biM" target="_blank">video trip report</a>.</span></b></div>
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Since I paid for this flight (as opposed to using miles on my previous flight), I was eligible for an upgrade. Although the upgrade list was "only" half of the previous flight, at 44 names deep and me at number 26, chances were extremely low that I was going to make it. No matter. I wanted to try seat 18L, one of the few double Main Cabin seats on this aircraft. </div>
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Ordinary travelers definitely outnumbered enthusiasts this time around. While in line - a few people asked what the big hoopla was. I pointed at the banner next to the boarding lane and said we would be flying on that plane. One gal was still confused - why make a big fuss over an airplane? I ignored her. </div>
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At the boarding door, we all received the same goodie bag again. Score!</div>
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With things being less hectic, I examined more carefully into the contents of the goodie bag: a tablet case, two different kinds of popcorn (which I assumed represented both Dallas and Chicago - one being “Life by Dallas”, the other being “Garrett Popcorn Shops - A Chicago Tradition”), a rechargeable USB power pack, headphones, and a commemorative AA inaugural flight coin. Incidentally, I had received a different inaugural flight coin from Captain Elder after a little birdie told me it was being given away by the pilots to the crew and special passengers. </div>
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My seat mate said he didn’t realize this was going to be a 787 flight until he saw the balloons at the gate. I told him I was not surprised given what I heard in the gate area. He texted his wife who didn't believe him. I helped him out by posing as photo proof for him. </div>
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Captain Elder would be assisted by First Officer Savage on this, “American’s second Dreamliner flight”. Captain Elder added, we would be receiving a water cannon salute from the airport’s fire department to celebrate the special occasion. </div>
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We held a few brief seconds while the water arch was over the tail. ORD fire department did a much better salute than what we received at DFW. </div>
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<tr><td style="text-align: center;"><a href="http://3.bp.blogspot.com/-as7RynHmu7k/VVrdZ1VmleI/AAAAAAAAPM0/Q1g9yjJ5X5Y/s1600/IMG_1168-2-copy.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="250" src="https://3.bp.blogspot.com/-as7RynHmu7k/VVrdZ1VmleI/AAAAAAAAPM0/Q1g9yjJ5X5Y/s320/IMG_1168-2-copy.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Photo: Justin Cederholm</td></tr>
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View of the water cannon salute from the ramp: photos (<a href="https://flic.kr/p/sdjema" target="_blank">1</a>) (<a href="https://flic.kr/p/rCd1Dj" target="_blank">2</a>) and <a href="https://www.youtube.com/watch?v=0yZ2S7UVJRg" target="_blank">video</a>.</div>
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We held short of Runway 28R for a few minutes while letting RJs, A320s and 737s take off before us (wake turbulence concerns?). Finally at 12:31 pm, we took to the skies and made a sharp turn south and then southwest for the Lone Star State.</div>
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After settling on an episode of “Mad Men” on my seat-back monitor, I dug into my Chicago-style lunch purchased in the terminal: a giant char-dog. Despite it being cooled off to room temperature, it was still very tasty. I loved how the accompanying condiments lined up so neatly with the dog. I imagined how much more delicious it would have been had I eaten it piping hot off the grill. </div>
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Upon reaching our 40,000 feet cruising altitude, the captain got on to the PA and explained what made the 787 special. He pointed out features such as fly-by-wire which allowed for a smooth ride and dampening of turbulence; and better air quality and higher humidity (6000 feet altitude versus 8000 feet in conventional aircraft) resulting in less fatigue. </div>
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With my yummy lunch all finished, I left my seat and explored the cabin once again. </div>
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The mood was definitely "normal" given our now-ordinary flight. Although a few folks (mostly in Business Class) still stood in the aisles and socialized, I got a lot of stares while walking around with my camera and in-your-face 787 t-shirt. I pointed that out to the flight attendants while hanging out in the aft galley (it was the same crew as the outbound flight), they just laughed. </div>
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On approach to Dallas, we encountered moderate turbulence, which brought some cynical comments about how this plane doesn’t really do anything special in turbulence. </div>
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At 2:28 pm, we touched down on Runway 18R, on the west side of the DFW complex. We made a long taxi to our gate in Terminal A on the east side. </div>
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At 2:40 pm, we came to a stop at gate A23. </div>
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Once again, I waited until the end to deboard. I thanked our flight attendants that made the day so special for me. Unlike the outbound flight, there was no line for the cockpit, which provided me one last visit and a keepsake photo with Captain Savage. </div>
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I want to thank everyone at American Airlines, as well as those involved at DFW and ORD airports, for going all out on the Dreamliner inaugural. Everyone at the airline was proud of their brand new baby and it showed. From the goodies given away to the friendly crew to all the avgeeks partying on the plane, and especially staff going out of their way accommodating photo requests - this was my best Dreamliner inaugural <b>ever</b>! <i>ThAAnk you!</i></div>
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<span style="font-size: x-small;">Copyright © 2015 Ben Wang. All Rights Reserved.</span></div>
Ben Wanghttp://www.blogger.com/profile/15405993300561907143noreply@blogger.com3tag:blogger.com,1999:blog-1333764659139651896.post-36775431043654359482015-05-08T18:29:00.001-07:002017-09-24T10:56:32.627-07:00Later, 'Bro!<h4>
Farewell to the Brasilia</h4>
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On May 5, 2015, SkyWest Airlines retired its last Embraer 120 Brasilia, known lovingly by those that work on them as the “Bro”. According to airfleets.net, the Brazilian Air Force is now the largest Brasilia operator with 19 aircraft, followed by Swiftair in Spain with 10 aircraft. The end has most certainly come for the this once-mainstay aircraft that served small towns and communities throughout the United States as an important link to hubs to the rest of the world.<br />
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Truth be told, as an airliner enthusiast, I never really liked the Brasilia. It is not a particular good looking airplane; it is more of an utility van or a commuter bus that just its job day in and day out without any flare. If you lived in California as I do, they were everywhere. I’d see them at all airports throughout the west, big and small. At major hubs such as San Francisco (SFO) and Los Angeles (LAX), they buzzed in and out all day long like insects. <br />
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In November 2014, SkyWest announced the Brasilia would be retired from their fleet by June of 2015. Suddenly, E120s disappeared from sight, as evidenced by the flight schedule from April through the last day of service in May: ten flights in and out of LAX and a paltry four flights at SFO. <br />
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Feeling melancholy and finding a soft spot in my heart for the ‘Bro, I wanted to bid my farewell to the E120. I found award seats available on a Sunday two weeks before the end, from SFO to Bakersfield and back. It cost me 20,000 miles plus $85.60. Sure, it was costly for two one-hour flights, but it beats $700+ if I had paid straight up dollars.<br />
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I got dropped off at SFO's recently refurbished Terminal 3 East, known as T3E, and checked in at one of many available kiosks.<br />
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I was randomly selected for Pre Check. I had gone through "Pre" only a couple times before and for the first time in a while, I was intimidated by the security check point because I didn't know what to do. The line was flying through. TSA was checking IDs and boarding passes expediently and frequent travelers were going through the paces quickly. Monkey see, monkey do. That’s right...phone in the small tray and camera bag on the belt and just walk through the metal detector. No body scan, no taking shoes off, no taking jacket off - just go. Despite the queue being 30 to 40 deep, I literally made it through in five minutes. I was impressed! Thanks SFO and TSA - that's how security should be done!<br />
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Inbound flight arriving from Fresno. It was a beautifully clear morning - a sign of good things to come.<br />
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<tr><td class="tr-caption" style="text-align: center;">N291SW was delivered new to SkyWest in 1996 </td></tr>
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Departure monitor <br />
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Classic central rotunda at Terminal 3.<br />
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I met up with my friends Pete and Jordan at gate 76A. That lighted gate signage has been around ever since I started coming to this terminal since the 1980s. So familiar. Every time I see this sign, I know I am at SFO flying United.<br />
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Tail number on the gate display is always appreciated. People at United have us spotters in mind.<br />
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No in-seat power nor in-flight entertainment? I want my money back, LOL!<br />
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<b>United Express UA 5613</b> (operated by SkyWest Airlines)<br />
<b>San Francisco (SFO) - Bakersfield (BFL)</b><br />
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<b>Embraer 120 <i>Brasilia </i></b><br />
<b>Registration</b>: N291SW <br />
<b>Msn</b>: 318<br />
<b>Delivered</b>: July, 1996<br />
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<div style="text-align: left;">
<b>Scheduled Departure - Arrival</b>: 8:40 am - 10:06 am<br />
<b>Actual Departure - Arrival</b>: 8:38 am - 9:55 am<br />
<b>Takeoff SFO Runway 01R</b>: 9:02 am<br />
<b>Landing BFL Runway 30R</b>: 9:51 am<br />
<b>Duration</b>: 49 minutes <b> </b></div>
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<b>Flightaware flight track </b></div>
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<b><span style="font-size: large;">See <span id="goog_1599426233"></span><a href="https://youtu.be/ccaOYZJrmSo" target="_blank">Video Trip Report</a></span></b></div>
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Boarding started about 25 minutes before departure. Boarding was through the jet bridge and down a ramp to the apron. There is something magical with seeing your airplane as you approach it in the open air - taking it all in as you walk towards it, with noisy activities all around along with the smell of jet fuel permeating in the air.<br />
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A gate check baggage cart was waiting at the bottom of the ramp going up to the aircraft. An agent checked our boarding passes again to ensure we were boarding the correct flight.<br />
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On board, our sole flight attendant Tiffany greeted us warmly. We told her that we were flying today on the Brasilia just for fun. She was rather sad about their pending retirement as well and shared a few interesting stories with us.<br />
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E120 cabin is in a 1-2 seat configuration with a total of 30 seats.<br />
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I made my way to seat 8A on the single seat side, across the aisle from the behind-wing emergency exit. Despite the tight legroom, seats do not recline assuring your knee space would not be further encroached. I love flying the smaller Embraers for the single seats - you get the enjoyment and the flexibility of a window and aisle seat at the same time.<br />
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The Embraer logo was a nice touch. As I later found out, it was a cover for the overhead light switch used on the two seat side.<br />
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Captain Jason and First Officer Ethan introduced our flight: Flying time is expected to be 51 minutes, with an altitude of 23,000 feet. Visibility is good in Bakersfield with clear skies, and temperature of 51°F – it is a beautiful day for flying!<br />
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Door closed a few minutes ahead of our 8:40 am departure time. I counted 24 passengers for our 30-seat airplane. Some passengers were asked to move to different seats, probably for weight distribution. <br />
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With that familiar twirling and propeller whooshing sound, the Pratt and Whitney Canada P118 turboprops started up. There was less vibration than expected, which was nice! <br />
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We made a long 15-minute taxi around the corner to Runway 01R amidst a bevy of 9 am departures, include transcon competitors American A321 and JetBlue A321 departing ahead and behind us. <br />
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Lifting off, I was greeted with a nice view of our shadow leaving us.<br />
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We continued east, over the East Bay Area cities of Oakland and Livermore, before headed south down the arid Central Valley to BFL. <br />
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Flight attendant Tiffany took drink orders and they were later delivered on a tray.<br />
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About 15 minutes after takeoff with 45 minutes remaining in our flight, we reached our cruising altitude of 23,000 feet. The captain delivered his standard "sit back and enjoy" message but added a surprising shoutout for me and my friends over the PA. That was nice! Thanks to our friend and SFO ramp controller Gail for arranging this!<br />
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The lavatory was quite narrow - wide enough for only one and I could barely turn around. I did not find a sink either.<br />
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Twenty minutes to go, we started our descend and the seat belt light came on. It was interesting to see the oil field on the eastern side of Bakersfield dotted with oil pumps. I never realized it was so vast! Our downwind approach over the oil field was turbulent and bumpy, however. After making a tight right base for Runway 30R, we touched down at Meadows Field 49 minutes after departing SFO. Four short minutes later, we parked at the gate. It took about 30 seconds or so after parking before the props stopped spinning and the boarding door opened. <br />
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After a temporary goodbye with Tiffany, we went down a ramp and across the apron and made our way into the modern terminal at BFL and waited for the short turn back to SFO.<br />
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<tr><td style="text-align: center;"><a href="http://3.bp.blogspot.com/-Ym_3lmR2YbQ/VU07LBcruLI/AAAAAAAAO-g/_Si-SsjVNUs/s1600/5D3_9984-copy.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="213" src="https://3.bp.blogspot.com/-Ym_3lmR2YbQ/VU07LBcruLI/AAAAAAAAO-g/_Si-SsjVNUs/s320/5D3_9984-copy.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i>Welcome to Meadows Field!</i></td></tr>
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<b>United Express UA 5637</b> (operated by SkyWest Airlines)<br />
<b>Bakersfield (BFL) - San Francisco (SFO)</b><br />
<b><br />Scheduled Departure - Arrival</b>: 10:31 am - 12:01 pm<br />
<b>Actual Departure - Arrival</b>: 10:26 am - 11:42 am<br />
<b>Takeoff BFL Runway 30R</b>: 10:34 am<br />
<b>Landing SFO Runway 28R</b>: 11:30 am<br />
<b>Duration</b>: 56 minutes<br />
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<b>Flightaware flight track</b><br />
<b></b><br />
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<div style="text-align: center;">
<b><span style="font-size: large;">See <a href="https://youtu.be/mrgvwO6ZFE0" target="_blank">Video Trip Report</a> </span></b></div>
<div style="text-align: center;">
<b><span style="font-size: small;">(BFL to SFO in 12 minutes)</span></b></div>
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Departing from gate 6, the same outbound crew would be taking us back to SFO. On this return trip, I decided to try a seat on the right hand side of the aircraft, the 2-seat side, in the very last row, in front of the lavatory.<br />
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Captain Jason briefed that, once again, it is a beautiful day for flying. Flying time is expected to be one hour with cruising altitude of 22.000 feet. The weather in San Francisco is 10 mph winds with good visibility, clear skies with temperature of 57°F. <br />
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Minutes later we powered out for taxi. Four short minutes after that, we took to the skies from Runway 30R. <br />
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Routing back to SFO was different from the trip south. We headed west, across the Central Valley, over Paso Robles, to the coast at Monterey before approaching SFO from Santa Cruz along with arrivals from the Los Angeles area. <br />
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The pilots once again gave us a shoutout on the PA - I had a big grin on my face and the person seated next to me had no idea why. <br />
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I had orange juice again.<br />
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Noise on the return flight was decidedly different. Not sure if it was because where I was seated or the props were not in sync. It was louder and there was more vibration and it was more uncomfortable.<br />
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On approach, we made sweeping wide turns over the Santa Cruz Mountains - not uncharacteristic for landings at SFO due to spacing considerations.<br />
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<tr><td class="tr-caption" style="text-align: center;">View of the Santa Clara Valley. City of Cupertino is closest to us. Can
you find Apple's new "spaceship" campus under construction?</td></tr>
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Less than one hour after taking off from BFL, we touched down at SFO’s Runway 28R. Unlike the outbound flight, the distance from Runway 28 to Terminal 3 is short and we quickly taxied to the same gate from where we departed earlier that morning. <br />
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Before bidding my final farewell, I personally thanked our pilots, Jason and Ethan, and flight attendant Tiffany for a memorable flight and had them sign my ticket receipt.<br />
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Funny moment once inside the terminal. The gate agent thought the flight had to turn back since she saw us earlier in the morning. We explained, "no - we were just flying on the Brasilia for fun before retirement". She laughed and agreed. They were going to miss it as well. <br />
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The end of the Brasilia is a double edged sword. It means most former cities where it served now have regional jet service. This also means SkyWest is now an all-jet airline. However, for some smaller cities (such as Cresent City or Carlsbad in California) that are unable to sustain the passenger traffic required for regional jets - it means no more air service altogether until another airline is willing to step in flying the right equipment. <br />
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<i>Farewell, ‘Bro!</i> I will miss you!<br />
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<span style="font-size: x-small;">Copyright © 2015 Ben Wang. All Rights Reserved.</span><br />
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<br />Ben Wanghttp://www.blogger.com/profile/15405993300561907143noreply@blogger.com0