Latest news with #Boeing737-900
Yahoo
16-07-2025
- Yahoo
Why These Boeing Models Need A Tail Stand At The Gate
What if we told you that some Boeing planes can lift their nose without anyone touching the yoke -- oh, and this can happen while the plane is parked at the gate? It's a very real phenomenon called tail tipping. Unlike debates over yokes versus side sticks, this has nothing to do with pilot input. The whole thing boils down to playground physics. An airplane on the ground is a giant seesaw balancing on its main landing gear. For everything to stay level, the center of gravity needs to stay forward of this pivot point, but it moves as people and cargo are unloaded. On some planes, particularly longer or stretched models like the Boeing 737-900 series, the margin for error is surprisingly slim due to design choices Boeing has made. To be clear, this is not the same as a tail strike, which happens when a pilot may take an aggressive angle of attack on takeoff and scrapes the plane's derriere on the runway. Tail tipping is a static, slow-motion screwup that happens when the plane is stationary. To prevent these graceful giants from unexpectedly tilting back, ground crews employ a surprisingly low-tech solution -- a tail stand. Often called a pogo stick, it's a sturdy pole placed under the aft fuselage that acts as a kickstand, physically preventing the tail from dropping. For aircraft like the 737-900ER, this isn't just a good idea -- it's often standard operating procedure. Read more: These Are The Best Engines Of All Time, According To You The Kicker For The Kickstand The kickstand isn't just a good idea -- it's the final, physical defense in a multi-layered system designed to manage a known design characteristic. For years, the responsibility for this system fell in a bit of a gray area of who was responsible for bringing the equipment into play. Starting in 2019, the Federal Aviation Administration has told airlines it is their direct responsibility -- no more finger-pointing allowed. This meticulous ground choreography is just an example of the highly specific procedures crews must master for these workhorse aircraft. The 737 family's long history has led to a host of unique characteristics that might seem counterintuitive, including the reasons why you can't use a Boeing 737's rear exits in a water landing. Recognizing that gaps can exist in interpretation, European regulators are now taking a more direct approach. The European Union Aviation Safety Agency has rolled out new regulations that make ground handling companies formally and directly accountable for safety. The agency even specifically calls out aircraft tail tipping as a key risk to be managed by ground crews. This move from guidance to direct regulation shows a growing acknowledgment that as aircraft designs are pushed to their limits, the procedural safeguards meant to keep them safe need more rigorous oversight. Since We Know About It, It Can't Happen — Right? So, what happens when the procedures aren't followed, or the humble tail stand is missing in action? Simply put, gravity happens. As it turns out, physics does not care about flight schedules. A couple of high-profile incidents, specifically with the Boeing 737-900ER, show just how easily things can go wrong. In 2018, a Ukraine International Airlines 737-900ER fell victim to a perfect storm when crews unloaded the front cargo first but the conveyor for the rear cargo broke. As passengers departed their seats, the plane tipped. Another example occurred in 2021, when a United Airlines 737-900ER carrying the University of Southern California football team tipped over at a regional airport in Idaho. United, one of the U.S. airlines with the largest Boeing fleets, knows these procedures well, but the smaller Idaho airport reportedly didn't have the required tail stand. As staff and equipment were unloaded, the plane pivoted backward onto its tail. These incidents highlight that the safety system is a chain, and a single broken link -- be it a broken conveyor belt or a missing piece of ground equipment -- can bring the whole thing down. Or, in this case, pointing up. Want more like this? Join the Jalopnik newsletter to get the latest auto news sent straight to your inbox... Read the original article on Jalopnik.
Yahoo
16-07-2025
- Yahoo
Why These Boeing Models Need A Tail Stand At The Gate
What if we told you that some Boeing planes can lift their nose without anyone touching the yoke -- oh, and this can happen while the plane is parked at the gate? It's a very real phenomenon called tail tipping. Unlike debates over yokes versus side sticks, this has nothing to do with pilot input. The whole thing boils down to playground physics. An airplane on the ground is a giant seesaw balancing on its main landing gear. For everything to stay level, the center of gravity needs to stay forward of this pivot point, but it moves as people and cargo are unloaded. On some planes, particularly longer or stretched models like the Boeing 737-900 series, the margin for error is surprisingly slim due to design choices Boeing has made. To be clear, this is not the same as a tail strike, which happens when a pilot may take an aggressive angle of attack on takeoff and scrapes the plane's derriere on the runway. Tail tipping is a static, slow-motion screwup that happens when the plane is stationary. To prevent these graceful giants from unexpectedly tilting back, ground crews employ a surprisingly low-tech solution -- a tail stand. Often called a pogo stick, it's a sturdy pole placed under the aft fuselage that acts as a kickstand, physically preventing the tail from dropping. For aircraft like the 737-900ER, this isn't just a good idea -- it's often standard operating procedure. Read more: These Are The Best Engines Of All Time, According To You The Kicker For The Kickstand The kickstand isn't just a good idea -- it's the final, physical defense in a multi-layered system designed to manage a known design characteristic. For years, the responsibility for this system fell in a bit of a gray area of who was responsible for bringing the equipment into play. Starting in 2019, the Federal Aviation Administration has told airlines it is their direct responsibility -- no more finger-pointing allowed. This meticulous ground choreography is just an example of the highly specific procedures crews must master for these workhorse aircraft. The 737 family's long history has led to a host of unique characteristics that might seem counterintuitive, including the reasons why you can't use a Boeing 737's rear exits in a water landing. Recognizing that gaps can exist in interpretation, European regulators are now taking a more direct approach. The European Union Aviation Safety Agency has rolled out new regulations that make ground handling companies formally and directly accountable for safety. The agency even specifically calls out aircraft tail tipping as a key risk to be managed by ground crews. This move from guidance to direct regulation shows a growing acknowledgment that as aircraft designs are pushed to their limits, the procedural safeguards meant to keep them safe need more rigorous oversight. Since We Know About It, It Can't Happen — Right? So, what happens when the procedures aren't followed, or the humble tail stand is missing in action? Simply put, gravity happens. As it turns out, physics does not care about flight schedules. A couple of high-profile incidents, specifically with the Boeing 737-900ER, show just how easily things can go wrong. In 2018, a Ukraine International Airlines 737-900ER fell victim to a perfect storm when crews unloaded the front cargo first but the conveyor for the rear cargo broke. As passengers departed their seats, the plane tipped. Another example occurred in 2021, when a United Airlines 737-900ER carrying the University of Southern California football team tipped over at a regional airport in Idaho. United, one of the U.S. airlines with the largest Boeing fleets, knows these procedures well, but the smaller Idaho airport reportedly didn't have the required tail stand. As staff and equipment were unloaded, the plane pivoted backward onto its tail. These incidents highlight that the safety system is a chain, and a single broken link -- be it a broken conveyor belt or a missing piece of ground equipment -- can bring the whole thing down. Or, in this case, pointing up. Want more like this? Join the Jalopnik newsletter to get the latest auto news sent straight to your inbox... Read the original article on Jalopnik.
Business Insider
16-07-2025
- Business Insider
I booked basic economy flights with Delta and Alaska Airlines. One was clearly better for coach passengers.
Whether you end up in a middle seat at the back of a full flight or luck out with a row to yourself, your comfort may vary depending on the airline. This year, I've booked domestic basic economy flights with Delta and Alaska Airlines. Here's how my experiences compared, and which airline is better for budget travelers. Then, I took an Alaska Airlines flight from Seattle to NYC. In May 2025, I took a 5 -hour flight from Seattle to NYC with Alaska Airlines. For $240, I booked the saver fare — Alaska's basic economy ticket, which allows rewards members to earn miles, though fewer than in standard the Delta flight, my ticket included one carry-on bag and no seat assignment. But unlike the Delta flight I ended up on, this flight was full. And since I was in the last boarding group, all the overhead bin space was taken by the time I got to the front of the line, so I checked my carry-on luggage at the gate. The Delta flight was on an Airbus A321neo with several empty seats. The plane, which could seat 194 passengers, had many empty seats, and I was lucky enough to land a row to myself. The seats were larger on the Delta flight. My seat on the Delta flight was larger and a bit cushier than the seat on my Alaska flight. The Delta Airbus A321neo economy seats are 18 inches wide with a 31-inch seat according to Seat Guru, Alaska's economy seats are 17 inches wide and have a seat pitch between 31 and 32 similar Boeing 737-900 planes have 17.3-inch-wide seats and the same seat pitch as Alaska. Delta had a better entertainment system. Perhaps the biggest difference between my experiences on these two flights was the the Delta flight, I had a seat-back touchscreen housing hundreds of movies and TV shows. On the Alaska flight, I had access to over 800 shows and movies from my personal device, but there was no seat-back I fly, I prefer to have a seat-back entertainment system for viewing because it's much larger than my phone screen, and I don't have to hold it up in front of my flights had power outlets, and at least two of Delta's similar Boeing 737-900 models also have seat-back screens. Both flights had three bathrooms in the main cabin. I didn't notice any significant differences between the bathrooms. Both were decently clean and expectedly cramped. Ultimately, the Delta flight was a better ride. The Delta flight was obviously more enjoyable since the flight had many empty seats. But if the roles were reversed, and I had to sit in the back middle seat of the Delta flight as I did on the Alaska flight, I still think I would have preferred the same a larger, cozier seat and a 10-inch screen in front of me, I'd take any basic economy seat on a Delta for Delta and Alaska Airlines didn't respond to requests for comment.
Business Insider
16-07-2025
- Business
- Business Insider
I booked basic economy flights with Delta and Alaska Airlines. One was clearly better for coach passengers.
First, I flew with Delta from Salt Lake City to New York City. In January 2025, I took a 4 ½-hour Delta flight from Salt Lake City to NYC. My basic economy ticket cost $175, and it included one carry-on bag. The booking didn't accrue miles or include a seat reservation, so I got my seat assignment at the gate. It's worth noting that I switched flights just before boarding. The flight I'd booked was full, so the airline asked for volunteers at the gate to take an emptier flight that left 10 minutes later. Since that one was headed to an airport closer to my NYC apartment — John F. Kennedy International Airport — I was happy to change my reservation. Then, I took an Alaska Airlines flight from Seattle to NYC. In May 2025, I took a 5 ½-hour flight from Seattle to NYC with Alaska Airlines. For $240, I booked the saver fare — Alaska's basic economy ticket, which allows rewards members to earn miles, though fewer than in standard economy. Like the Delta flight, my ticket included one carry-on bag and no seat assignment. But unlike the Delta flight I ended up on, this flight was full. And since I was in the last boarding group, all the overhead bin space was taken by the time I got to the front of the line, so I checked my carry-on luggage at the gate. The Delta flight was on an Airbus A321neo with several empty seats. The Alaska flight was on a full Boeing 737-900. I made my way to the middle seat in the back row of Alaska's Boeing 737-900, which seats 178 travelers. While Alaska retired its Airbus fleet in 2023, Delta has three Boeing 737-900 models similar to the Alaska plane I took. These models seat between 173 and 180 passengers, according to the airline. The seats were larger on the Delta flight. My seat on the Delta flight was larger and a bit cushier than the seat on my Alaska flight. The Delta Airbus A321neo economy seats are 18 inches wide with a 31-inch seat pitch. Meanwhile, according to Seat Guru, Alaska's economy seats are 17 inches wide and have a seat pitch between 31 and 32 inches. Delta had a better entertainment system. Perhaps the biggest difference between my experiences on these two flights was the entertainment. On the Delta flight, I had a seat-back touchscreen housing hundreds of movies and TV shows. On the Alaska flight, I had access to over 800 shows and movies from my personal device, but there was no seat-back screen. When I fly, I prefer to have a seat-back entertainment system for viewing because it's much larger than my phone screen, and I don't have to hold it up in front of my face. Both flights had power outlets, and at least two of Delta's similar Boeing 737-900 models also have seat-back screens. Both flights had three bathrooms in the main cabin. Ultimately, the Delta flight was a better ride. The Delta flight was obviously more enjoyable since the flight had many empty seats. But if the roles were reversed, and I had to sit in the back middle seat of the Delta flight as I did on the Alaska flight, I still think I would have preferred the same airline. With a larger, cozier seat and a 10-inch screen in front of me, I'd take any basic economy seat on a Delta flight.
Yahoo
28-05-2025
- Business
- Yahoo
Delta adding new nonstop Saturday flights for the summer to these Florida cities
Planning your summer vacation? Delta Air Lines is making it easier with new nonstop Saturday flights starting in June. Many of the new flights will help people get to popular vacation destinations, such as (ahem) Florida. But Sunshine State residents can use them, too. Nonstop flights to and from Detroit are coming to Pensacola and Destin-Fort Walton, starting on June 8. Both routes will use a Boeing 717, the company said in a release. Other Saturday domestic flights include Atlanta to Bangor, Maine and Rapid City, South Dakota; Detroit to Punta Cana, Dominican Republic and Bozeman, Montana; and Minneapolis-St. Paul to Jackson Hole, Wyoming. The airline added twice-daily nonstop service from Austin to Panama City in March and year-round nonstop service from Austin to Jacksonville in May. Service to Tampa is scheduled to begin in June. Service between Austin and Orlando will increase to twice daily this winter during peak travel season, the company said. Delta also plans to offer new daily flights starting Nov. 6 between the Northwest Florida Beaches International Airport in Panama City and LaGuardia Airport in Queens, New York. In February, Delta announced the airline was adding three new domestic routes on December 20, including one between Southwest Florida International Airport (RSW) in Fort Myers and Salt Lake City International Airport (SLC) Atlanta International Airport (ATL) Bangor Internatinal Airport (BGR), from June 8 to Sept. 25, with a Boeing 737-800 Rapid City Regional Airport (RAP), from June 8 to Sept. 25, with a Boeing 737-800 Detroit (DTW) Pensacola International Airport (PNS), from June 8 to Sept. 25, with a Boeing 717 National Destin-Fort Walton Beach Airport (VPS), from June 8 to Sept. 25, with a Boeing 717 Punta Cana International Airport (PUJ), from May 10 to Aug. 25, with a Boeing 737-900 Bozeman Yellowstone International Airport (BZN), from June 8 to Sept. 25, with an Airbus A319 Minneapolis-St. Paul (MSP) Jackson Hole (JAC), from June 8 to Sept. 25, with an Airbus A319 Earlier in May, Delta announced it was folding its Basic Economy fare into a new Delta Main category (previously called Main Cabin), which will contain three levels: Delta Main Basic: Roughly the same as Basic Economy, a bare-bones fare with restrictions. Delta Main Classic: Includes options for same-day standby, higher boarding priority and other perks Delta Main Extra: Includes an even better boarding position, more miles per dollar and more Delta Comfort+ will become Delta Comfort, and First Class will be called Delta First. Premium Select, the airline's international-style premium economy service, and its Delta One business class will keep their names. All four categories will have two levels, Classic and Extra. You can get the benefits you've become accustomed to when you book Classic – seat selection, no-fee cancellation and Same-Day Standby,' the airline said in an FAQ section on its website. 'Extra gets you more than Classic or our previous Refundable ticket option. With Extra, you can enjoy full refundability if you decide to cancel, earlier boarding, free Same-Day Confirmed options and more miles earned.' Contributing: Nathan Diller, USA TODAY This article originally appeared on Pensacola News Journal: Delta flights new to Florida include nonstop Pensacola to Detroit
