GSTP is lucky to have wonderful friends and readers with unique experiences in aviation and trave.Today we’re thrilled to share a love letter to the Boeing 747 from one of the planes more frequent guests over the last 46 years, Gary Buchanan.

In hindsight it was obvious that I was going to fall in love with aviation. Aged five, my
parents hauled me aboard my first flight at London Gatwick bound for a holiday in Jersey. Having tackled the cabin’s steep incline from the rear door and settled into the comfy leather seat, the stewardess gave me a postcard of the plane.

On the back of it I wrote that I was flying on British European Airways’ ‘Pionair’ class Douglas DC3 (Dakota), registration G-ALTT named ‘Charles Grey’. As we gathered speed the fuselage levelled out and the reek of aviation fuel filled the cabin. It was 1959 and the young geek had got his wings.

By a masterstroke of happenstance the return journey introduced me to flying first class.

We were heading to Edinburgh via Heathrow; the Vickers Viscount was delayed leaving Jersey which meant we wouldn’t make our onward connection to Edinburgh. At the ticket desk the BEA agent advised my father that the next available flight was full in ‘tourist’ class, at which point I nearly burst into tears with joy. It was my first successful upgrade blag. Two hours later we were ensconced in the first class cabin at the rear of a Vickers Vanguard enjoying afternoon tea with dainty pastries and fresh strawberries.

The benevolence of the aviation Gods returned ten years later when for no discernible reason we were all upgraded to first class as we checked in for our holiday flight, this time to Tenerife. This was serious stuff. On the tarmac at Gatwick a ground agent escorted us past the powerful Spey engines at the rear of the gleaming British United Airways VC-10 to the front steps.

On board flight BR685 the friendly cabin crew had no hesitation serving this 15 year-old with Mumm Cordon Rouge champagne, sadly the miniatures of Drambuie or dinky packs of five Rothmans never came my way. I was now in love with the high life and could tell a 707 from a 720.

Enter: The Boeing 747

But it was another member of the Boeing family that would keep my flying lust sated
for 46 memorable years. The first Boeing 747-136 to fly for the British Overseas
Airways Corporation (BOAC) Airways, G-AWNF took off from Heathrow bound for
New York on 14 April 1971. It was to be more than three years until I bagged my
place on the iconic aircraft and by this time BOAC and BEA had merged to form this thing called British Airways.

In tandem with my proscribed reading list for my final school exams I would often
visit a local travel agent to get the previous month’s edition of the ABC World
Airways Guide.

It was the size of a phonebook but far more revealing than any modern classic. It was here I discovered that while 747s were the flagship aircraft deployed on long-haul routes, there was any number of shorter sectors operated by the jumbo jet. So there I was in Frankfurt on 30 October 1974 eagerly boarding G- AWNM named ‘Ullswater’, the designated 747 operating the final leg of the daily flight from Johannesburg, BA 21. I was in economy for the trip to Heathrow which lasted just over an hour but it was long enough to fall in love with this colossus of the skies.

Thanks to a generous inheritance that came my way when I reached 21, I started
reaching for the skies in a big way and was determined to do it in style. My long association with the ‘Queen of the Skies’ had begun in earnest.

Consulting my trusty ABC, I discovered it was possible to experience the delights of first class aboard a Qantas 747 between London and Amsterdam. It never fails to surprise me how many cocktails my equally geeky flying buddy Ken and I were able to consume in the spacious Captain Cook Lounge in the ‘bubble’ during the 40-minute trip across the North Sea.

Over the next decade I would be a regular visitor to Amsterdam, Frankfurt, Paris and
Zurich – European hubs that in those heady days regularly welcomed 747s belonging to a host of flag-carriers who enjoyed fifth-freedom rights. Imagine kick-starting the day with a Bloody Mary aboard a South African Airways 747 between Frankfurt and Amsterdam whilst nestled in the carrier’s sublimely comfy Blue Diamond First Class? On another occasion I enjoyed Lufthansa’s legendary Senator in-flight service on their LH450 service to Los Angeles via Amsterdam – no guesses where I got off!

Other escapades included reclining in a complimentary happi coat in the upper deck
Sakura Lounge aboard a Japan Airlines 747 from Paris to Heathrow; tasting spicy
satays in Malaysian Airlines’ exotic lounge at the top of the spiral staircase when
flying from Heathrow to Frankfurt; bagging a Delft House during a KLM 747 flight
from Amsterdam to Athens when the crew managed to serve a savoury rijsttafel to
the three passengers seated in the blue and white themed lounge in the bubble; as
well as tasting Dom Pérignon for the first time in the Slumberette Lounge of the
upper deck atop a Singapore Airlines 747 operating SQ21 from Heathrow to Paris
Orly.

Following exhaustive research of the ABC Guides, I got my tickets issued by highly-
trained staff at BA ticket desks at Terminal 3 in the Seventies before they relocated
to Terminal 4. It was thanks to them that I discovered the intricacies of ticketing rules
and with a bit of homework, they were to prove invaluable. Imagine in this era of
fettered online fares exploiting the Maximum Permitted Mileage rule where your buck
could fly a lot further.

Take as an example a simple London to Palma routing, for most folk this is a direct
two-hour flight. However thanks to the generous M25 rule (nothing to do with the
London orbital motorway) you got 25% more mileage out of the fare and for a nerd
like me this was manna from Heaven.

So a simple LHR-PMI ticket was oft transformed into a Heathrow to Zurich sector; followed by a Zurich to Geneva sector; plus a Geneva to Barcelona sector; and finally a Barcelona to Palma sector. Before you send for the men in white coats consider this, by purchasing a first class fare I sampled two 747s – BA 69 LHR-ZRH and SR 110 ZRH-GVA. By the time the lights of Palma Airport came into view I had enjoyed an indulgent day flying a carefully planned routing the components of which only ever came together on a Saturday.

BA’s Monarch Lounge in the upper deck was a short-lived affair. Only 12 ‘classic’
747-136s were fitted with the lounge and were easily identifiable as they had only
three windows on either side of the bubble. None of their 747-236s were configured
with a lounge in the upper deck, these aircraft were also easy to spot as they had ten
windows either side. In 1980 BA began converting the upper deck lounge, replacing
them with economy seats.

Fortunately I did manage to sample the comfy sanctuary on 13 March 1977 when I
flew on BA21 from Heathrow to Nairobi (via Frankfurt) shortly before the ‘classics’
were reconfigured.

At the rear of the lounge there were two bench seats at the bulkhead and after the rest of the passengers returned downstairs to sleep, I reclined across the starboard one and was captivated as a full moon lit up the Nile like a ribbon of molten silver.

The writing was on the wall for those halcyon aeries in the sky. With the advent of
the 747-300 came the extended upper deck (double bubble) – space far too valuable
for such fripperies as a lounge, so all operators of this variant used it either for
business class or added economy class seating.

A rare variant of the 747 is often forgotten, except by av geeks. The 747-SP (Special
Performance) had a shorter airframe. The first of these aircraft, ‘Clipper Freedom’ was
delivered to Pan Am in April 1976. Sadly production of this long-range model was
terminated in March 1987, only 45 had been built.

I was lucky enough to fly on a South African Airways 747-SP from Rio de Janeiro to
Cape Town. First class seating was in the nose as well as upstairs where I had one
of my most cherished memories – watching the rising sun illuminate Table Mountain
as the aircraft made a sweeping approach towards Table Bay.

I also flew on a Qantas 747-SP from Sydney to Perth and it was on this flight that I discovered delicious oaky Chardonnays during the four-hour flight over the ‘red centre’. My first encounter with a Cathay Pacific 747-300 was between Vancouver and San Francisco and it’s thanks to their in-flight entertainment system that I came across the music of Gustav Mahler. The less said about my encounter with an Iran Air 747- SP that operated IR720 from Heathrow to Frankfurt on 16 July 1976 the better.

Undoubtedly the most memorable short hop on a 747-SP was aboard Aerolineas
Argentinas flight AR115 when two friends came along for the ride. Our junket from
Frankfurt to Paris Orly was mostly spent in the upper deck lounge and after several
vodka and tonics one of my chums thought it would be a great wheeze to continue
on to Buenos Aires, I begged to differ.

Going beyond ticketed destinations is not as weird as it sounds. For many years
South African Airways was prohibited from flying over parts of Africa, and took an
overwater route on their flights from Europe to Johannesburg and Cape Town.

At the time their 747-200 and -300s couldn’t make the long journey non-stop, so routed via Isla de Sal in the Cape Verde Islands or Las Palmas in the Canary Islands. My trusty ABC Guide told me they had traffic rights on the LHR-LPA sector, so off I went.
Following a sumptuous Blue Diamond dinner I got ready to deplane. When the doors
were opened I noticed several ground staff in deep discussion with the Chief Purser
who was doing a lot of head-scratching. Turns out the ticket had been sold to me in
error and traffic rights were not applicable on the day of my journey. There was no
option; I was to continue south to Johannesburg.

Retaking my seat I snuggled down for the next 11 hours. Upon arrival at Jan Smuts
International (the former name of O.R. Tambo International) I was met by a very
apologetic member of SAA staff and taken to their Head Office adjacent to the airport.

Ten hours later, after a refreshing swim in a nearby hotel pool, I boarded SA230 for the flight back to London via Isla do Sal. This time my boarding pass appropriately had a big Y emblazoned on it denoting economy,, but I managed to find four empty seats towards the back of the plane and slept like a log.

It was around this time that I discovered ‘round the world’ fares.

The flexibility of these tickets, combined with the ever-obliging M25 fare rule, meant the world was truly my oyster. The possible combinations of BA and QF routings in those days were virtually limitless.

In the Eighties I circumnavigated the globe five times but nothing comes close to the 1986 marathon – a global odyssey that required no fewer than four hand-written tickets stapled together. The ticket read: LHR-JFK-SFO-HNL- NAD-MEL-SYD-AKL-WLG-AKL-BNE-SYD-KUL-BKK-LHR. My flight log tells me this journey comprised 30,050 miles; cost a cool £3,606; nine of the sectors were in first class, the first leg across the Atlantic was on Concorde!

If there’s one destination that resonates loudest in my 747 almanac it’s Hong Kong.
In an era before flight-decks were sealed tighter than an Egyptian tomb, invitations to
meet the flight crew were not uncommon.

In those days BA’s 747-236 couldn’t make the journey non-stop and operated via Delhi in both directions. It was 3 November 1986 and Cabin Service Director Jack Hawkins recognized me from a previous flight. After breakfast he whispered in my ear, “I’ve persuaded the captain to let you sit on the flight deck for landing if you want.” My response was instantaneous and I rushed up the spiral stairs and secured my jump seat harness.

The captain pointed out ‘Checkerboard Hill’ – an orange-and-white marker above a park. He then commenced a low-altitude, 47-degree turn at 200 miles per hour. I could see the threshold as we continued our approach to Runway 13/31 – eye level with people watching television in their high-rise apartments, seconds later we touched down at Kai Tak. I was in seventh heaven.

The heady days of the Eighties and Nineties gave way to the advent of the bean
counters. Every possible unused space on aircraft was seen as a lost opportunity to
earn a buck, so the hour-glass ran out on frills such as lounges in the sky.

Densification became the order of the day and first class was abolished from many
aircraft to be replaced by an increasingly indulgent business class. It was in this
arena that airlines would battle it out – none more so than British Airways.

Whilst not banished completely, first class was definitely on the endangered list. By the new millennium flying had become far more egalitarian. Low-cost airlines were in the
ascendancy and legacy flag-carriers had to adapt. Even the custom for passengers to dress smartly was fast disappearing. Latterly, if a chap below 40 was sporting a jacket and tie in the first class cabin he had probably bagged an upgrade.

Anybody reading this might question why I didn’t become an airline correspondent
rather than a writer about all things cruise and maritime.

I’ve continued to be a regular inhabitant of the stratosphere and managed to fund my forays into the forward cabin thanks to the millions of Avios and other frequent flyer miles I’ve accrued, not to mention hard-earned perks from BA known as ‘jokers’. I’ve even learned a trick or two from Gilbert, who offers daily insight in how to be a savvy
traveller via God Save The Points.

My flight log informs me that I’ve clocked-up almost four million miles during 4,469
flights since that first trip to Jersey, I was considering a gentle decent into retirement
but at the same time looking forward to indulging in a few more flights aboard the
‘Queen of the Skies’.

The sad news from British Airways in mid-July that they were grounding their entire fleet of 747-400s with immediate effect has sent me into a tailspin of melancholy. No longer will I be able to land at an airport a few milliseconds ahead of the flight crew or have the excitement of climbing the staircase to that private penthouse in the skies; I’ll miss that rumbling grind as the nose-wheel retracts into its casing as well as the truly awesome thrust of the four Rolls Royce RB211 turbofans powering the mighty bird into the skies where lurking turbulence is mitigated better than any airframe I know.

I am blessed to have amassed a respectable 313 flights on that cherished four-
engine ‘Queen Of The Skies’ aircraft with the trademark hump. But now, with fewer airlines flying the Boeing 747, I’ll have to contend with slower, two- engine Boeings and Airbuses for my globetrotting. No wonder it’s now me that’s got the hump.

The post Boeing 747: My 46 Years And 313 Fights Aboard The Queen of The Skies appeared first on God Save The Points.

In some very surprising, but fantastic news, Etihad announced yesterday that its Airbus A380 superjumbo jet will return to the skies again in 2023!

In March 2021, Etihad’s previous CEO Tony Douglas said that the airline had decided to park all its A380s, and also commented at the time that it was “very likely that we won’t see them with Etihad [ever] again.”

But, as of October of this year, Etihad has a new CEO, Antonoaldo Neves. And according to Neves, “the time is right to return some of our A380s into the fleet to satisfy the demand which has made them financially viable once more.”

For context, even before the challenges of 2020, Etihad was scrambling to become a profitable airline, so this makes Etihad’s decision to return the A380 to service even that much more interesting and exciting. Singapore Airlines may have the most over the top first class, but Etihad has something a step above, with “The Residence”…

Four Etihad A380s will fly between Abu Dhabi and London in 2023

Beginning in Summer 2023, the first of Etihad’s A380s will rejoin the fleet. In total, Etihad will be taking four A380s out of storage, and they will all fly exclusively on the Abu Dhabi to London Heathrow route. 

Early snooping by GSTP indicates that July 15th, may see the first return to service on the flagship route. Of course, this is always subject to change.

According to Etihad’s press release, the move is not only because of the surge in travel demand, but is also due to the fact that Etihad has received “customer feedback to return one of the most remarkable commercial flying experiences to the sky.”

All about Etihad’s A380

Etihad’s A380 features the crème-de-la-crème of commercial air travel “The Residence,” as well as three additional cabin classes on the double-decker aircraft, including 9 First Class Apartments, 70 Business Class Studios and 405 Economy seats. 

The Residence

There’s nothing that compares to “The Residence” in commercial air travel. It puts First Class to shame, and The Residence experience is like flying on your own mini private jet.

The Residence features a living room, a separate bedroom and en-suite shower room. In addition, The Residence also includes unique amenities such as dedicated, private butler service, customized menu options, and access to the most exclusive airline lounge in the world. It is, hands down, the very best commercial airline product in the sky!

According to the press release, “for the first time, Etihad plans to eventually offer The Residence as an optional extra for guests to further enhance their First experience.”

This is super intriguing and surprising news, and it must mean that if The Residence is not booked for a particular flight, that Etihad will then offer access to The Residence as an upcharge for First Class Apartment passengers.

Time will tell, but this could certainly be a game-changer, and make experiencing The Residence a much more attainable feat than the typical $20K+ ticket price!

First Class Apartments and Business Class Studios

The return of the A380 means we’ll also see the reintroduction of the Etihad First Class Apartments, which Mr. GSTP himself flew himself a few years back. There are 9 Apartments total on the A380 in the single-aisle first class cabin.

Each Apartment includes a wide armchair, as well as a separate couch that converts into an almost 7 foot bed. And of course, don’t forget about the Etihad A380 first class shower suite. Like Emirates’ famous shower spa, Etihad’s A380 also offers first class passengers the unique and glorious privilege of being able to shower at 40,000 feet.

There are also a whopping 70 Etihad Business Studios on the A380, which is also a fantastic hard product — aka a great private seat.

Featuring just four seats across, and a variety of seating arrangements – forward, backward, two seats in the middle together, two seats in the middle far apart – those hoping not to break the bank can enjoy this top-notch offering if the price for the Apartment is too eye-watering. Business Studio seats convert into a fully-flat bed, and Studio passengers also get access to a swanky onboard bar and lounge.

Dubbed “The Lobby,” Etihad’s A380 onboard bar is available to guests in both First and Business class, is a serviced lounge and bar area featuring plush leather sofas, refreshments and a large TV with a USB connection.

How to book the Etihad A380 with points and miles

The best way to book an Etihad award flight is with its partners Air Canada Aeroplan and American AAdvantage.

You can transfer miles to Aeroplan from Amex, Bilt, Chase, Citi and Capital One, which makes it the easier option over AAdvantage, unless you have an AA cobrand card. It’s also possible to book Etihad flights with points and miles via Etihad’s own loyalty program Etihad Guest, and also via Asiana Club.

With the 747 on last legs, and the final ever 747 aircraft being rolled off the assembly line this week, it’s hard times for four engine aircraft. The A380 was a big “what if” in 2020 as the world of air travel crumbled.

But Emirates showed early faith that it would return to full glory, British Airways quickly followed and now Etihad is bringing back their A380, with the most over the top cabins you’ll ever find. The question is, where else will we find it next summer?

The post The World’s Most Over The Top Airbus A380 Airline Cabin Is Back! appeared first on God Save The Points.

So noisy, so dry… and so old. That’s pretty much all I could think about, as I crossed the pond for the second time this week, aboard a Boeing 767-300ER.

The last time I had that feeling, I was in first class, on a 26 year old Boeing 777-200. I mention that purely to say that even the “best” class of service doesn’t always feel up to scratch on these older planes, once you’ve gotten used to the newer generation of aircraft.

The thing is, I’ve gotten spoiled. First world, I know, but it’s a real conversation at this point. If you haven’t experienced one of the newer long haul aircraft flying, you really should.

It’s not partisan, in fact both Airbus and Boeing have phenomenal competing aircraft, with the Boeing 787 Dreamliner, and Airbus A350 respectively. Each brings a notably better cabin experience.

Here’s what you need to know about these newer aircraft, and why I actively try my best to end up on one for the sake of my body.

New Vs Old: Passenger Experience

Do I have a cold? Or the other “c-word” — I don’t think so — I tested plenty — but I’ve definitely felt more refreshed, even after longer flights.

To me, that mental conversation is the primary difference between flying on a newer generation plane and the remarkably reliable, but not so “passenger friendly” plane I was on. 

On a Boeing 787, Airbus A220 or Airbus A350, I can talk to someone across the aisle without remotely raising my voice. On an older generation Airbus A330, Boeing 777 or 767, you just hear a constant stream of intensely dry air drowning out other noises. The only benefit, in retrospect, was it helped dull the sound of farts in the air. It’s true!

Loud and dry, that’s the rally cry. Newer planes have solved that, thanks to new composite fuselage materials which require less intensive pressurization to keep us all sane and safe. Here are a few things you might notice, if you do a side by side flying comparison. 

Better Humidity

Both the Boeing 787 Dreamliner and Airbus A350 offer higher humidity levels, which keep your throat, nostrils and other key areas from going quite as dry. When these things become dry, they’re more susceptible to illness, so aside from feeling better, it is better.

Better humidity doesn’t mean it feels like stepping out in Singapore, but rather, just a lot less like stepping into the arctic. It’s a more natural cabin environment for the body, much more akin to what we feel down on the ground.

Larger Windows

This is a novelty, but larger windows are a major feature. The stronger materials used to build these planes allow for more liberties with design, and the 787 and A350 offer huge windows. Stargazing, or cloud surfing has never been better.

These large windows can help with things like claustrophobia for some passengers and just generally create a feeling of greater space. Fascinatingly, the Airbus A350-1000 was designed with “vertical side walls” to minimize the plane curvature at passenger level, so people don’t feel as confined.

Less Noise

Noise is a thing on planes. That constant whisking of dry air can grate on you after a few hours on board. Both of these newer generation planes claim to be at least 20% less noisy than legacy aircraft. I’d say that’s conservative.

You really can chat without raising your voice and feel a noticeable difference in calm. It’s a fantastic cabin experience that you really must “hear” to believe.

Have You Flown On A Newer Aircraft?

Look, I might be more focused on this stuff than the average traveler, but I feel a very noticeable difference in flight. I know many I’ve spoken to tend to agree. With that said, I’d love to hear what you think.

The post Spoiled By New Planes, I Can’t Stand Flying On Older Aircraft appeared first on God Save The Points.

American Airlines announced that it is going to buy 20 “Overture” supersonic aircraft, planes that can fly from New York to London in about 3.5 hours, or about half of what a traditional flight would take. And while you shouldn’t be packing your bags quite yet to see the Eiffel Tower this afternoon, the first passengers could be experiencing it by the end of the decade. 

Supersonic Travel – Not New, but Maybe Improved

Supersonic has been used for commercial use, but not in the past 20 years, when the last Concorde plane flew its final journey. Airline technology has obviously improved since then, but Overture is well beyond anything we’ve seen recently.

The plane would fly at 1,300 miles per hour, almost twice the speed of sound, and have a range of over 4,000 nautical miles, making it an option over the Atlantic, as well as on the west coast, from Los Angeles to Hawaii. That opens up some pretty cool options, including the elimination of the red-eye on flights heading east. 

American Airlines has committed to buying 20 planes with an option for 40 more and put down a non-refundable deposit on the first 20. ABC says the planes list for $200 million each, although the launch airlines will likely receive a significant discount. American joins JAL and United, who also placed orders. The jet can carry 65-80 passengers.

A New Supersonic Jet Could Change Travel Forever

A supersonic jet would absolutely revolutionize business travel — again.

Assuming cost is not an issue, a passenger could have a breakfast meeting in London and, theoretically, make it to New York for a lunch meeting. Want to see folks in Tokyo? No problem. The trip would take five hours and if you time it right, you could be home by dinner.

We’re probably not quite there yet with leisure travel, since a flight with so few passengers would surely lose money, but there’s no reason not to dream. And hey, as a one off “bucket list” item, many may find any price worth the splurge.

Don’t Pack Your Bags Yet, Though

Sorry, you won’t be first in line for take-off anytime soon. The Boom supersonic jet is scheduled to roll out in 2025 but not carry passengers until 2029, assuming no regulatory delays.

One other problem: We don’t know much about the engine.

Overture plans to operate with 100% sustainable fuel, but hasn’t given us any details on production, although Rolls Royce does show up in its list of partners. According to the CEO, they’re going to make a “significant announcement” in the next few months.

If it’s about the engine business model, as opposed to the engine itself, Boom Supersonic may be looking to offset some of the $6-8 bn that it is spending on the Overture project.

American Airlines Ups The Ante

New aviation technology never goes the way we think it will, and it’s truly unknown if Overture will be able to hit its targets.

Best guesses are that it’s an extremely well run and solidly capitalized business, with smart people doing their very best.

Thus, it’s safe for American (as well as United and JAL) to put down non-refundable deposits, since the contracts likely account for delays and/or cancellations.

There’s no such thing as a free option, but the airlines are providing working capital to Boom for first crack at the next generation of travel.

Here’s to hoping that Boom is able to get the plane in the air on time, and that we’ll soon be able to fly globally in a matter of hours, rather than days.

The post Supersonic: American Airlines Eyes 3 Hour Europe Flights appeared first on God Save The Points.

I’d say Austin is having a moment, but that implies a brief period of time. The reality is that Austin has been experiencing incredible growth, buzz and influx for decades now. With new transatlantic interest, things are ready to reach new heights.

A swell of transatlantic demand is bringing new flavor to the city known for blues and barbecue, and among the new transatlantic visitors, like Lufthansa, KLM and British Airways, Virgin is arguably making the largest impression.

Virgin recently announced big moves not only to serve Austin, but to upgrade the flight to daily from later this year, when other airlines plan to scale back to just a few weekly services. There’s certainly benefit in being able to jet in, and out, on any given day.

Austin has experienced its fair share of tech, music and film invasions over the last decade, but a new wave of British tourists and businesses jetting into the area bring newfound excitement and exploration to this Texan haven.

And, about 300 new people per day to sell cowboy hats to. Richard Branson, at least on this trip, being one of them!

Austin’s Transatlantic Growth

Austin is not New York, nor is it Los Angeles.

Residents would probably tell you that’s a good thing. It’s the little city “that could”, and there’s no place more evident of that, than upon arrival off an international flight into Austin Bergstrom Airport.

The airport wasn’t made for multiple 747’s, 787’s, A350’s and other big jets flying in simultaneously, chock full of international passengers, yet here we are.

There’s a lone baggage claim for these flights, for now. It’s a remarkable symbol of how a city that perhaps never meant to become the incredible metropolis that it is, became exactly that.

On any given day, you’ll find many big birds on the tarmac, unloading hundreds of European and British visitors, alongside tonnes of cargo. Over time, there’s no doubt Asian carriers will follow, and most likely, the Middle East too.

With each of those visitors often comes a hotel room, a dinner reservation and spend in the city. Long gone are the days of connecting in New York, Dallas, or Los Angeles to reach this burgeoning commerce center, and Austin can capitalize on convenience. It’s a fun place to do business, and stay a few extra days.

By going daily, Virgin Atlantic’s move is arguably the boldest transatlantic move yet. The airline says it’s already above 75% full on loads to Austin, despite only launching the route weeks ago. I’m told that’s a record, or damn near close.

Currently, the Virgin route is operated by a Boeing 787-9, but could be upgraded to a larger aircraft if success continues. British Airways flies the Airbus A350, Lufthansa is flying an Airbus A330 and KLM is also operating a 787 Dreamliner.

So, What Makes Austin So Great?

If you’re coming for business, Austin is a really fun place to do business.

It’s accepting, open, laid back and cultured in ways *some* other Texas cities say they are, but aren’t always. A good reason for that is the slogan “keep Austin weird”, which locals will recite by heart.

Offices tend to be central and walkable, and if they’re not, hipster level cocktail bars and coffee establishments still seem to pop up around places where there’s money. East Austin, South Austin, it’s all expanding and upcoming. Funny how that works.

If you’re coming to Austin for leisure, the world is your oyster. In fact, if you’ve come for work, you almost undoubtedly have a deep desire to return without responsibility. The late nights and breakfast tacos to wash it all away just work so well together.

Just keep a training plan with you, because it’s easy to over indulge here. Fortunately, an early morning jog along the river reveals spin classes, yoga and everything else one could need.

There are cowboy ranches to practice lassoing, horse whispering and general beer and mezcal drinking skills. For many, that’s probably enough of a draw in itself. There’s also truly world class barbecue, so good in fact that the last credible former US President famously queued for hours with the general public to get a slice of that brisket.

Flea and vintage markets in Austin can take on any city anywhere, and if you want a custom cowboy hat, and have $500 to part ways with, you can totally get one of those. Fair warning, as I sadly found out, they just don’t feel the same back home.

Work hard, play hard, seems to be the flow here. That’s certainly a good match for Virgin Atlantic, and the other international airlines bringing new visitors to this ever wonderful, ever weird and always delicious city.

GSTP traveled to Austin as a guest of Virgin Atlantic.

The post Virgin Adds To Transatlantic Austin Buzz appeared first on God Save The Points.

The golden age of travel is always a relative term.

Did you prefer the days when suits were standard minimally accepted attire, cigarette smoke filled the cabins and tickets cost more than a months salary? Or, is present day flying, with some ultra cheap deals, *sometimes* clean planes and sweatpants more your speed?

Planes themselves add complexity to the travel “golden age” question, and no plane in modern history has done more to revolutionize the flying experience than the massive double decker Airbus A380, dubbed the “super jumbo”.

When passenger numbers were down it looked like the end may have been near for the behemoth of the skies, but a recent surge in demand has changed the game, yet again. The A380 is finding a new, or returned place in the world.

Stunning showers for first class passengers, bars for business class and suites that rival some hotels are back. If you’ve got some A380 experiences on your bucket list, this is the time to tick them off.

Future Of The Airbus A380

Days are numbered for the A380, but certainly not over. Despite the A380 resurgence, many of the original frames are getting “old” and the trend in aviation points to dual engine, fuel efficient flight, rather than four gas guzzlers on the A380.

They’re back now, but probably not forever. It’s why there’s no time like the present to finally cash in for those seats, suites or experiences that last a lifetime.

While Air France and Lufthansa have either reduced A380 counts, or retired their fleets with immediate effect, airlines which always found the greatest success with the Airbus A380 super-jumbo are suddenly leaning on the planes to scale back up.

Add Emirates and Singapore Airlines, operators of two of the most jaw dropping A380 experiences to that list.

Airlines are struggling to get enough pilots, crews and staff ready to handle as many flights as they once did, but since an A380 can fit roughly two flights worth of people in one journey, the plane has proven to be a savior for time strapped airlines.

British Airways has recently used the A380 to operate high demand US routes. The A380’s unique ability to add passenger numbers with only modest additions to crew and staffing needs is a perfect storm.

Signature A380 Experiences

Ever wanted to shower at 40,000 feet, before returning in a robe and slippers to a suite with Dom Perignon waiting? That’s what Emirates First Class offers to passengers lucky enough to find themselves in the cabin.

Some A380 experiences offer things even private jets typically don’t.

With great availability using points, it’s an epic experience to tick off the list for any savvy traveler, not just one percent of one percenters. The business class experience with an on board cocktail bar isn’t too shabby either.

Singapore Airlines is yet another A380 experience worth flagging. The upper deck offers a marvelous business class cabin, but it’s the spacious first class suites with a separate bed and chair which rock worlds.

Qantas and others are quickly gearing their big birds up, so look out for more of these iconic experiences to return to the skies, as countries continue to open.

A380 Future: We’ve Had The Warning

Due to everything in the last few years, some A380’s retired from the skies, never to operate a commercial service again. Thanks to a perfect storm of crazy demand and a lack of readily available staff and capped airport slots, the comeback is in full force.

The thing to note is that it won’t be forever. It’s unlikely Emirates or Singapore will retire their A380 fleets anytime soon, particularly with Boeing 777X delays.

But if there is one thing that’s been proven in the last couple years, it’s that the future of the A380 is fragile. It’s not a great cargo plane — in fact, it’s downright bad — and if passengers pull another disappearing act, there’s only so long airlines will wait to keep these massive gas guzzlers in play.

Seek out any opportunities you’d love to experience and get them booked. Too many people missed out on last chances to fly the 747 as it was rapidly pulled from the skies by most airlines in 2020. Don’t let the same happen with the A380.

The post Bars, Suites And Showers In The Sky: The Future Of The A380 appeared first on God Save The Points.

Airlines aren’t the world’s largest emitters. No, aviation as a whole only accounts for circa 3% of global emissions, but that doesn’t excuse it, nor does it make it better.

It’s just a small point worth noting, since many like to quickly stick the finger at travel and aviation, while driving a car made in a factory which is responsible for circa 30% of global emissions, which are at least 10x worse, or buying fast fashion which adds 10% of the global greenhouse emissions totals. Anyway.

Eager to shift that paradigm, airlines are boasting about sustainability efforts. It’s all admirable, as long as it’s not greenwashing in the name of excess profit at the expense of customer experience, but it’s been silo’d.

If airlines really care about sustainability, shouldn’t efforts be about sharing, rather than just a “look at me” marathon? In what I’d easily consider the best effort yet, the SkySteam alliance has launched a challenge which does just that.

It’s an open source competition others can learn from.

SkyTeam Sustainability Challenge

Rather than just say “look at me”, SkyTeam created the Sustainable Flight Challenge which turns any look at me, into look what “we” can do.

SkyTeam member airlines, including Delta, Air France, KLM, China Airlines, Korean and more, are competing to win the title of most sustainable flight.

The airlines are trialling different sustainability initiatives on select flights to see just how far emissions, waste and other excess can be curbed, while still delivering a top tier flying experience.

What’s cool, is that the learning is being shared with each flight, enabling other airlines, SkyTeam or not, to do better. There’s a lot that can be better. Air France was able to cut emissions in half, on its two submissions for the challenge, using a clever variety of measures, including things passengers won’t even feel.

Aircraft, Fuel And Trajectories

Newer, modern aircraft such as the Airbus A350 and Boeing 787 are more fuel efficient than their predecessors, which instantly helps. Air France also used a higher blend of “SAF”, sustainable aviation fuel to power these flights, which also helps curb impact.

The flights collaborated with air traffic control to offer trajectories for take off and approach which minimized drag and fuel burn, therefore also becoming more friendly to the environment. Pilots taxied to the runway on one engine, which also resulted in significant fuel savings.

On the ground, electric tows, baggage carts and data driven loading of cargo can also help to reduce emissions across all flights, and the bi-products of flight.

On Board: Single Use Plastics, Composting

There’s a fine balance to reducing weight and eliminating waste, and cutting in on customer satisfaction. With hope, the SkyTeam challenge will find that balance.

Delta, for one, is using recycled materials to create pillows and blankets for its cabins. Without taking things away from customers, as many have done, Delta is also trying to do more with what happens to anything unconsumed during flight.

For its competition contributions, Delta started composting meals from the flight and eliminated as many single use plastics as possible, finding other ways to maintain any required hygiene standards.

Points Up For Grabs?

Waste is a two way street, when it comes to airlines. I, for one, am probably very guilty. I try to eat quality meals on the ground prior to most flights, and therefore a meal is almost certainly wasted because of me.

Of course, I have no option prior to flight to tick a box to say that I won’t be eating, so I can’t beat myself up too much. China Airlines offered loyalty program members points for helping to make flights more efficient. Travelers were able to earn points for pre-order meals, self serve check in use and others.

Etihad was among the first to offer points and perks for sustainable actions, and as a points hungry traveler, the more the merrier.

A Challenge Which Might Change Aviation

Like I said, any sustainability effort from an airline which doesn’t hinder the customer experience is admirable. But when it’s just a look at me, one off type thing, there’s a lot left on the table. This SkyTeam challenge changes that.

All airlines can now look in, see the results and hear from the challenge panel about the key factors in the challenge. Other airlines can replicate the successes and push efforts even further.

If airlines get this right, that 3% of global emissions may drop, and that would be a fantastic result.

The post The Best Airline Sustainability Thing Yet appeared first on God Save The Points.

Project Sunrise appears to be the project that “could”, but not the project that’s coming anytime soon. Established as Qantas’ “top secret” exploration of ultra-long-haul flying in 2019, the airline set out to better connect the world.

During the early phases of exploration, the airline quite literally testing the limits of passengers and aircraft alike, with private test flights monitoring passenger health and aircraft performance on one-off flights spanning 20+ hours.

But then, the obvious.

A nearly unprecedented global health crisis took over, Australia closed its borders in extreme fashion and the concept of flights anywhere outside of Australia became obscure, so flights to the farthest reaches of the globe became a non starter.

With Australia fully open, testing free, Project Sunrise is back, with formal plans to connect New York and London with the Sydney on some of the world’s longest flights.

Qantas has announced orders for 12 state of the art Airbus A350 aircraft, which will be customized for the mission. In an exciting addition, the Australian flag carrier has also announced an impressive new first class cabin to match.

Qantas Confirms Project Sunrise Debut

The only catch to all the excitement? It’ll be the tail end of 2025 before you’ll have a chance to experience Project Sunrise, at the very earliest.

Qantas is taking the opportunity to remind the world that Australia is open, and getting there will only become easier over time. Project Sunrise is now a “go”, with an order for 12 Airbus A350’s, which will feature entirely new specced out cabins to match the long flights.

Details Of Qantas’ Project Sunrise A350’s

Qantas will introduce a rather beautiful new first class cabin on these ultra-long haul A350’s, with a separate bed and seat for the journey. Just six first class suite swill adorn each plane, accompanied by 52 business class “suites”, 40 premium economy seats and 140 economy seats.

Qantas promises 33” of “pitch”, which basically means legroom for these flights, which make them among the roomiest in the skies today, but not actually definitively roomier than some seats flying today. Emirates, for example, offers 32-34” of pitch on the A380.

Premium economy on the Qantas ‘Project Sunrise’ A350’s will offer 40” of pitch. That’s a seriously impressive cabin, considering Singapore Air offers 38” of pitch for one of the world’s most loved premium cabins.

Business class is now referred to as “suites” implying the inevitability of a door added to whatever seat will feature. With a whopping 52 business class suites, its clear that Qantas sees this flight as a breadwinner for connecting financial and business hubs.

If there’s one thing that rings true, its that executives and businesses aren’t big fans of long connections and journey times. Being able to hop on a plane and end up at a final destination in comfort is worth a premium. Qantas clearly believes they’ll get one.

2025 Is A Long Way Away

It’s thrilling to see aviation quite literally reaching new lengths, as these capitals are connected, but 2025 is a long way away. In that span of time, the project could shift significantly.

There’s so much happening with battery technology, electric engines and the possibility of supersonic flight that it’s just impossible to know how these plans will fare over time.

If Qantas nails it, it will be a seriously impressive and convenient way to fly in time for December holidays in 2025 though.

The post Stunning Cabins Will Directly Connect Sydney With New York And London appeared first on God Save The Points.

In 2017, SkyTrax, the dubious airline awards company honored Lufthansa with five star airline status. At the time, even in the mystical world of airline awards, people couldn’t help but ask why.

According to SkyTrax, the reasoning was simple. The airline would soon be launching a “revolutionary” new business class aboard the flagship Boeing 777X, and the new seat would propel Lufthansa from its former status right up to the top, sight unseen.

Only that was 2017, it’s now 2022, and according to the latest from Boeing the delivery of the Boeing 777X is being pushed back yet again.

The issue is the latest in a long series of delays and production flaws which have added significant strain to the longtime stalwart of aviation, and arguably the most successful aircraft producer in history.

More Boeing 777X Delays

It hasn’t been a great few years for Boeing. Horrific tragedies involving the Boeing 737-MAX prompted intense scrutiny into manufacturing and quality control processes at the aviation giant, revealing systemic woes.

Boeing 787 Dreamliner deliveries have been delayed as a result of manufacturing inconsistencies in various plants, the 737-MAX was temporarily grounded worldwide and the 777X has suffered a series of setbacks. Many of which, were prompted when a door blew off the aircraft during a pressure test observed by the FAA.

In 2020, GSTP asked whether the Boeing 777X would ever take off. Initial deliveries were intended for Emirates, Lufthansa and others in 2020, but a series of snags, in part due to the global pandemic and depleting airline funds delayed or deferred orders for most airlines.

The fact that the plane was due for delivery in 2020, then in 2021, then 2022, and even the most pessimistic analysts assumed 2023 at the worst, doesn’t make the new 2025 delivery date any better.

Boeing Looks To Delay 777X Certification

According to the Air Current, and backed up by statements from Emirates President Tim Clark, it appears Boeing won’t be certifying the Boeing 777X for flight until the end of 2024 at the earliest, and more likely until 2025.

Reuters reports that the FAA informed Boeing many of the certifications would need to be reconsidered or are “outdated” — and that new assessments will be required.

The self assessment “friendliness” between the FAA and Boeing caused outrage during hearings in Congress resulting from fatal 737-MAX crashes, which soured the cozy relationship and has created a thorny new certification process.

Will The Boeing 777X Be Safe?

By any possible measure, the answer should be a resounding yes. As the first plane to be certified following failures within the 737-MAX, the Boeing 777X, the largest twin engine plane in the world will have faced unprecedented scrutiny.

Whenever the FAA, EASA and others sign off on this plane, it will have jumped through more proverbial hoops than almost any aircraft in history. With interim technology advancements, it may be worth the wait.

Airlines Will Wait Some More

For customers with 777X orders still on the books, the latest 777X delays are an ongoing nightmare. Airlines banked on this plane to be the flagship of their long haul fleets, ordering seats and readying aircraft retirements accordingly.

Now, looking at 5 years of delays, customers including Emirates, Lufthansa, Singapore, British Airways and ANA, among others will likely see interior products intended for the 777X — debut on a variety of other aircraft.

It’ll be fascinating to see what happens to pricing agreements, as orders are delivered.

Of course, Airbus has its own woes, as legal battles continue between Qatar Airways and the French aerospace firm. As if the pandemic shrinking the airline industry wasn’t tough enough, both aircraft manufacturing giants are facing uphill battles.

The post Wowzers: Boeing 777X Delayed To 2025 appeared first on God Save The Points.

I don’t wade into plane crashes, but I care deeply about airline safety. Statistically, air travel is the safest form of travel and that’s a record everyone wants to protect as the world gets back to the skies.

Listening to the audio of a recent Boeing 777 approach into Paris Charles De Gaulle airport though, I couldn’t help but wonder if the pilots of this plane prevented a truly horrific disaster.

Very little is known, but given the apparent professionalism of the crew, it sounds like something went very oddly wrong. In short, the plane stopped responding to the pilots commands and actually began to turn left uncontrollably at low altitude.

At the very least, more should come out about this as interest builds and when you listen to the audio, you’ll likely very much agree. For now, huge kudos to the pilots who safely overcame the challenges presented on approach, wherever fault lies.

Terrifying Audio Between Air France Boeing 777 And Paris Air Traffic Control

Air France Flight 11 from New York JFK to Paris CDG was on final approach into the airport on April 5th, 2022 when the tone on the radio suddenly took a dramatic turn.

From the care free confirmation of landing clearance to heavy breathing while yelling at the plane, it was very clear that something went very wrong, very quickly.

Warning: this clip is not for the faint of heart.

Unlike minor incidents above 30,000 feet, where a small correction can usually quickly be dealt with, the plane was at or around 1,500 feet, where movements are ideally at a minimum to create stability on the approach.

Passengers were put through a harrowing approach, where the plane began to bank left and deviate off course, prompting air traffic control to cancel approach clearance. Air France released comment on the situation to our friends Live And Let’s Fly.

Many Questions, Few Answers

Unlike the Boeing 737-MAX which is now well documented to have suffered from unresponsive controls or improper computer based corrections in two horrific crashes, the Boeing 777 has had a largely excellent safety record.

The Boeing 777 is one of the most widely used long haul planes in the world. It’s been a stalwart of the skies for nearly 30 years.

At least to my knowledge, there haven’t been many documented incidences of flight crews losing control of the aircraft and finding it unresponsive. I’m aware of even fewer times where it changed course on its own. Particularly, during a critical phase of flight.

As news of the missed approach turned uneventful landing gathers steam, it’s more than likely that more formal investigations will follow from the European Air Safety Agency (EASA), among others.

French authorities have since labeled the event as a “serious incident” and more is certainly going to come out, in regards to the event.

At this point, very little is known about exactly what happened, and whether this was a heroic landing or a rookie error, but either way, the crew wrestled the plane from what could’ve been a very unfortunate event and made an uneventful landing. I’d really love to hear their official statements on the incident.

The post Audio: Air France Flight Where Pilot Lost Control Named “Serious Incident” appeared first on God Save The Points.