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Delta & WestJet Introduce Reciprocal Elite Benefits




From One Mile At A Time – link to source story

MARCH 18, 2021 BY Ben Schlappig (aka Lucky)

Delta and WestJet have just rolled out reciprocal elite benefits for frequent flyers, which is exciting.In this post:

  • The relationship between Delta & WestJet
  • Delta SkyMiles & WestJet Rewards benefits
    • WestJet Rewards perks when flying Delta
    • Delta SkyMiles perks when flying WestJet
  • Bottom line

The relationship between Delta & WestJet

Delta and WestJet have had a partnership that goes back many years, and several years now the two airlines have offered reciprocal mileage earning and redemptions.

The plan was for Delta and WestJet to form a transborder joint venture, whereby the two airlines would essentially coordinate schedules and fares between the US and Canada. That never ended up happening though, as the two airlines withdrew their joint venture application in late 2020.

Why was it called off? Because the US Department of Transportation was only willing to approve of the deal with certain concessions (so that consumers would benefit from it), and the airlines ended up deciding that the concessions were too much.

Delta SkyMiles & WestJet Rewards benefits

Delta SkyMiles and WestJet Rewards members will start to enjoy reciprocal elite perks effective immediately. As it’s described, these changes are “part of a shared goal to improve and deepen the advantages for customers when traveling between the carriers.”

Let’s take a look at what reciprocal benefits you can expect.

WestJet Rewards perks when flying Delta

WestJet Rewards Silver, Gold, and Platinum members can expect the following perks when flying with Delta:

  • Preferred seats, including exit rows, bulkhead window and aisle seats, and window and aisle seats in the front of Main Cabin; Comfort+ seating is excluded
  • Complimentary bags — two for Silver and Gold members, three for Platinum members
  • Priority check-in
  • Priority security (only for Gold members and above)
  • Delta SkyClub access when flying Delta or WestJet (only for Gold members and above)
  • Priority boarding
  • Priority baggage handling

WestJet Rewards elite members can get Delta SkyClub access

Delta SkyMiles perks when flying WestJet

Delta SkyMiles Silver, Gold, Platinum, and Diamond members can expect the following perks when flying with WestJet:

  • Seat selection fee waiver (only for Gold members and above)
  • Complimentary bags — one for Silver members, two for Gold members, three for Platinum and Diamond members
  • Priority check-in
  • Priority security (only for Gold members and above)
  • WestJet Elevation Lounge access when flying Delta or WestJet (only for Gold members and above)
  • Priority boarding
  • Priority baggage handling

Delta SkyMiles elite members can get WestJet lounge access

Bottom line

It’s fantastic to see Delta and WestJet roll out reciprocal elite benefits. This should be of great benefit to anyone flying transborder on either airline, especially given that the two airlines codeshare on many routes.

Ultimately these are solid reciprocal benefits, especially when you consider that the airlines don’t even have a joint venture.

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Not Dead Yet – The Three Airlines Still Flying The Boeing 717





Unlike other aircraft types, the Boeing 717 is fighting on, helped by its often niche role for airlines. After Volotea retired the aircraft, the sole users are now Delta, Hawaiian, and QantasLink. The thickest route for the aircraft – Honolulu to Kahului – will see up to 24 departures a day this year.

Delta B717
Delta is the leading B717 operator this year. Photo: Vincenzo Pace | Simple Flying.

The Boeing 717 was delivered to launch customer AirTran back in 1999. Some 22 years later, use of the 717 is reasonably strong in 2021, despite no longer operating in Europe following Volotea’s retirement of the aircraft on January 10th of this year.

Volotea initially used former MexicanaClick 717s. Now, Volotea – like many airlines worldwide – is focusing on larger aircraft, including A320s, to benefit from lower seat costs and more revenue opportunities. In March, Simple Flying revealed where Volotea’s A320s will initially be used, with the type to be used to help grow Volotea’s competitiveness as it matures and faces more competition.

QantasLink launched Newcastle to Melbourne using the B717 in March 2021. Photo: Newcastle Airport.

Over 326 million B717 seats

The Boeing 717 had 31.7 million seats in 2011, which in the past decade rose to a peak of 34.7 million in 2016 – not bad for an older aircraft. This is partly a testament of the type’s often fairly niche operations, depending on what country is looked at.

Volotea, for example, initially used the aircraft so that it could focus on thinner routes ignored by other low-cost carriers. At the same time, they have been crucial for Hawaiian Airlines’ island-hopping services, including the 100-mile route between Honolulu and Kahului.

B717 use
If this 10-year period is added up, Delta has had 115 million seats by the 717, followed by Hawaiian with 79 million. Source: OAG Schedules Analyzer.

From five to three airlines

In the peak year, 2016, Delta, Hawaiian, QantasLink, Turkmenistan, and Volotea used the 717. For the remainder of 2021, however, only Delta, Hawaiian, and QantasLink will use it. Speaking in 2020, John Gissing, CEO of QantasLink, nicely summarized the carrier’s use of the aircraft.


“The B717s provide us with [the] flexibility to service many segments of the domestic market, including regional routes, fly in fly out operations, or add more frequencies to capital cities. These are the kind of routes where travel demand is likely to recover first.”

Atlanta, Honolulu, Detroit, Kahului, Kona, Lihue, Melbourne, Canberra, Hilo, and Charlotte are the top-10 airports for the 717 for the remainder of 2021. Photo: Getty Images.

Hawaiian Airlines is #1

While further change this year is inevitable, Hawaiian Airlines presently has getting on for half the B717 capacity as Delta. This is not surprising given Delta has 45 717s versus 12 with Hawaiian, according to Airfleets data.

But actually, Hawaiian’s figure is quite impressive. While Delta has 165% more 717s, it has only 85% more seats. The reason is obvious: Hawaiian’s high-frequency, intra-state services. Later this year, Hawaiian will have up to 24 daily departures with the 717 from Honolulu to Kahului. No wonder Avi Mannis, the airline’s Senior Vice President of Marketing, told Simple Flying last year that:


“The 717s, our interisland aircraft, they’re absolutely fantastic planes. Simply, no plane is better suited to operating in this environment – very high frequency, short stage length, but with a lot of passengers. The 717 is absolutely the perfect airplane for that.”

Hawaiian Airlines expects to retire its venerable 717 in the next few years. Photo: Bill Abbott via Wikimedia.

123 routes this year

The Boeing 717 is expected to be used on 123 routes across the remainder of 2021, OAG schedules data shows, with the top-10 routes shown below.

  1. Honolulu to Kahului
  2. Honolulu to Kona
  3. Honolulu to Lihue
  4. Honolulu to Hilo
  5. Atlanta to Charlotte
  6. Atlanta to Houston Hobby
  7. Melbourne to Canberra
  8. Atlanta to Little Rock
  9. Atlanta to Huntsville
  10. Atlanta to Washington Dulles

Of the123 routes, 99 are within the US, including one-offs and limited-time services. The remaining 24 are within Australia, including Newcastle (New South Wales) to Melbourne, which launched on March 15th. Qantas hadn’t operated this route non-stop for more than a decade.

What are your thoughts about the 717? Comment below!

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Southwest Reports A Profit For Q1 While Alaska And AA Face Losses





Southwest Airlines has reported a profit of $116 million for Q1 2021, despite other U.S carriers, including Alaska Airlines and American Airlines, reporting losses. However, with the scale of losses narrowing across the industry, many claim the worst of the pandemic is behind us.

Boeing 737 MAX 8
Southwest reported a profit with the help of government aid. Photo: Vincenzo Pace | Simple Flying

Southwest posts a profit for Q1 2021

With demand for leisure travel steadily picking up since February, Southwest Airlines has posted total revenues of $2.05 billion and profits of $116 million for the first quarter of 2021. Southwest is the first major U.S carrier to post a profit since the beginning of the pandemic, after recording its first-ever annual loss in 2020.

Chairman and CEO Gary Kelly said in a statement,

“While the pandemic is not over, we believe the worst is behind us, in terms of the severity of the negative impact on travel demand.”

While other U.S carriers rely heavily on business and international long-haul travel, Southwest has banked on leisure travel to get back on its feet. While business and international long-haul travel are still at a fraction of their pre-pandemic levels, leisure travel has rebounded much better. Even still, airports across the country are currently operating at around 40% less capacity than in 2019.

Southwest 737 MAX
The airline has seen a rise in bookings for the summer. Photo: Vincenzo Pace | Simple Flying

Southwest revealed that it has about 35% of expected bookings in place for June and 20% for July so far. The airline, which notes “a sequential improvement from March to April 2021, and again from April to May 2021, based on improving bookings,” believes travel demand will pick up significantly for the summer. CEO Kelly added,

“We believe there is significant pent-up demand for leisure travel and are optimistic about summer 2021. In response, we are in the process of adding flights in June 2021, and we currently expect June’s available seat miles (ASMs, or capacity) to be only slightly less than June 2019 pre-pandemic levels.”

Federal aid spares heavily losses for Southwest

Despite the positive income, Southwest would have reported large losses of up to $1 billion for the quarter without federal financial assistance. The airline industry has received around $54 billion in grants to pay workers and a further $25 billion in low-interest loans since the onset of the pandemic.


Southwest Airlines
Southwest reported annual losses for the first time in its 50-year history in 2020. Photo: Getty Images

Chairman and CEO Gary Kelly said in a statement,

“Excluding the benefit of PSP (Payroll Support Program) Extension proceeds and other special items, our first quarter 2021 net loss was $1.0 billion… We remain grateful for this much-needed federal payroll support on the heels of substantial losses in 2020.”

Other U.S carriers still lost billions

American Airlines posted losses of $1.25 billion, joining Delta Air Lines and United Airlines in the billion-dollar quarterly losses club. However, there is cause for optimism as airlines receive more bookings and demand appears to be recovering. The stock market was in agreement, with shares in airlines rising by 2-3% before the opening bell this morning.


Doug Parker, American Airlines’ chief executive, said,

“With the momentum underway from the first quarter, we see signs of continued recovery in demand.”

American Getty
American Airlines posted losses of $1.25 billion for Q1 2021. Photo: Getty Images

Alaska Airlines also posted losses for the first quarter of $131 million, although they were narrower than analysts expected. Excluding aid received under the Payroll Support Program, Alaska would have lost $436 million.

Do you think the air travel industry will permanently recover in the summer, or further travel restrictions and COVID cases will cause another slump? Let us know your thoughts in the comments.

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The Boeing 777X – The New Twin Engined Jumbo Coming Soon





The new Boeing 777X took its first flight in early 2020 but is not expected to enter service until 2023 at the earliest. Despite delays, it is one of the most anticipated new aircraft for some time. With high capacity and efficient twin-engine operation, it promises a modern replacement for retiring 747s and serious competition for the A350.

Bottom up shot of a Boeing 777X passing overhead
The 777X is delayed but promises a long-lasting upgrade for several airline fleets. Photo: Getty Images

Launching the third-generation 777

The Boeing 777 has been the best-selling widebody aircraft to date. It was launched in 1994 and has seen several variants since. The 777X is the next member (the third generation) of the 777 family, sharing a lot in common with its predecessors, but also introducing some key new features.

Crucially, it retains the metal fuselage of the 777, rather than switching to a new composite structure (as Airbus has done with the A350). Fuselage width is increased by around four inches over the 777 (through thinner walls and more efficient insulation), giving a bit of extra space for seating. But wings, engines, and avionics are significantly changed.

777-9 cabin
The 777X will be slightly wider (this is a 777-9 cabin mockup). Photo: Boeing

The 777X was first proposed in 2011, with a targeting flying date of 2018, as a larger, more efficient successor to the 777-300. The original 777 filled the gap between the 767 and the 747. Up until recently, it has been marketed along with the 747 (right up to the new 747-8). With this no longer part of Boeing’s offering, it needed a new aircraft to target the high-capacity end of the market.

Sticking with the 777 made sense at the time (and still does). Four-engine aircraft were clearly out of favor, and the very high capacity of the A380 was already starting to prove problematic for many airlines. Developing the 777 and increasing its capacity (and efficiency) using the latest twin-engine design was an obvious choice.

Lufthansa B747-8
The 747 has been a great success for Boeing, but the 747-8 has seen limited sales for the passenger version. Photo: Vincenzo Pace | Simple Flying.

A new jumbo with plenty to offer

There will be two versions of the 777X, the 777-9 and the smaller 777-8. The 777-9 (the first to launch) offers a capacity of up to 426 (in a two-class configuration, according to Boeing data). The smaller 777-8 will offer a capacity of around 384. The 777-9 stretches the 777 fuselage to over 76 meters, and will become the longest commercial jet to date.


In comparison, the A350-900 offers a capacity of 315 and the A350-1000 of 369. The 777-300 has a capacity of 368. The four-engine A340-600 offers a typical capacity of 440, and the 747-8 has a typical three-class capacity of 467. The gap between quads and twins is definitely shrinking with the 777X.

Airbus A380 Getty
The A380 has a much higher capacity of around 575 but is that is too much for many airlines today? Photo: Getty Images

The smaller 777-8 will compete well against the A350-1000. But the 777-9 is really in a twin-engine category of its own. It definitely makes a good replacement for the 747 (as Boeing has marketed it), with comparable capacity but improved efficiency and a longer range.


A lot has changed in the aviation market since the 777X was launched. But it still works well. It suits the shift away from four engines and very large aircraft, and will perform well on hub and spoke, as well as the higher capacity point-to-point routes.

The delays to its development, although not intended, also fit well with the current slowdown in passenger traffic demand. IATA predicts traffic levels not returning to 2019 levels until 2024, about when we will start to see the 777X entering fleets.

Largest engines to date

The 777X engines are key to achieving its efficient operation. The new General Electric GE9X engines are the largest and most powerful commercial engines ever built. They are bigger than a 737 fuselage and will deliver 105,000 lbf of thrust.


GE9X engine
The GE9X engine on a 777X test aircraft. Photo: Getty Images

But with a carbon fiber construction and fewer fan blades, they are actually lighter than the 777s GE90 engines. This contributes to the aircraft’s efficiency improvements. Following 5,000 hours of testing and several delays, the GE9X engines finally received FAA certification in September 2020.

More efficient operation

With the 747 having been in service for over 50 years, it is no surprise that the 777X is significantly more efficient. It offers a cost per seat that is 33% lower than the 747-400, and 13% lower than the 777-300ER.

Such comparisons are difficult to validate until the aircraft is fully in service, of course. But Boeing claims that the 777-9 will offer operating costs up to 11% lower than the A350-1000. However, when we looked at this previously, we found (based on predicted range and fuel burn) the two aircraft would have similar fuel burn per seat.


It will be interesting to see how it performs in real-world scenarios.

Paris Air Show Getty
Boeing claims the 777X offers lower operating costs than the A350. Photo: Getty Images

Folding wingtips to increase operating airports

The 777X has a wingspan of 71.75 meters. This has several advantages, mainly in terms of its efficiency in flight. Such a large wingspan can be a problem, however, as airlines already found with the A380. Its wingspan places it in the largest of the six groups defined by ICAO – aerodrome code F – which would severely restrict the airports at which it can operate.

To reduce the wingspan on the ground and keep it in the lower aerodrome category of E, Boeing has added folding wingtips to the 777X. This reduces the wingspan to 64.82 meters on the ground (the limit for category E is 64 meters).

Boeing 777X Folding Wingtips 1
The Boeing 777X’s folding wingtips in action. Photo: Jay Singh – Simple Flying

These wingtips were not an entirely new design. Back in the 1990s, Boeing secured a patent for folding wingtips on commercial aircraft. Lack of interest from airlines at the time stopped it from going ahead. Airbus also secured a patent in 2014, predicting a trend towards larger passenger aircraft but, likewise, never took it any further.

The 777X entering service

Delays in development and entering service

It’s not all been good news with the 777X so far. It promises a lot but has suffered several delays and setbacks. Boeing’s original plan was to have the new aircraft in the air by 2018 and in service around 2021.

There were initial delays due to engine issues and structural testing. Most dramatically, in September 2019, the fuselage was ripped apart during stress testing. Production delays have also crept in due to the slowdown during the pandemic.

Boeing 777X
The Boeing 777X first flew in 2020. Photo: Getty Images

The delays are not necessarily bad news for all airlines. Whilst some are keen to start flying the new aircraft, many are, of course, facing their own slowdowns. Some breathing space before new aircraft enter the fleet could be welcome.

There has, however, been a reduction in orders. In July 2020, there were 350 orders from eight airlines (Emirates, Qatar Airways, Etihad Airways, Cathay Pacific, Singapore Airlines, ANA, Lufthansa, and Brtish Airways). In February 2021, this had fallen to just 191 firm orders.

Emirates and the 777X

With the largest 777X order of 115 aircraft, Emirates is of particular interest. The airline will use the new aircraft to gradually replace its fleet of A380 aircraft as they retire. With delays to the 777X, the A380s could stay in service for longer.

Emirates, IATA Travel Pass, Health Passport
Emirates has by far the largest A380 fleet – due to be replaced gradually by the 777X. Photo: Vincenzo Pace – Simple Flying

While it still retains its orders, there are signs of frustration. Speaking to Simple Flying in April 2021, Emirates’ President Sir Tim Clark referred to the Boeing 777X program being “in a state of disarray.” There have already been delays, but Clark believes that Boeing may not deliver the first Emirates 777X until as late as 2025. He explained to Simple Flying:

“I did have an engagement a couple of weeks ago with the head of Boeing civil Stan Deal. We were discussing mainly things around the 777 programme, which is in a state of disarray at the moment… Now, not being able to factor in the 777-9, or -8 at this stage is a little bit of a problem, so we had to have a conversation with them.”

Emirates 777X
Emirates is set to become the largest 777X operator but might not take the first aircraft. Photo: Boeing

When will we see the 777X in service?

The 777X started test flights in January 2020. Four test aircraft are now operational. At the end of March 2021, one of these aircraft operated a test flight of just over 10 hours – the longest yet, and a good sign of progress.

Boeing has now launched four 777X test aircraft. Photo: Getty Images

As of April 2021, the latest estimate for the 777X entering service is 2023. Boeing president and CEO Dave Calhoun explained the latest change in a statement, saying:

“This schedule, and the associated financial impact, reflects a number of factors, including an updated assessment of global certification requirements, our latest assessment of COVID-19 impacts on market demand, and discussions with customers with respect to aircraft delivery timing.”

Which airline will get the first 777X is currently unclear. Originally, it was thought that Emirates would be the launch customer. More recently, Lufthansa was thought more likely. And it now seems Qatar Airways may have taken the position. According to comments made by its  CEO, Akbar Al Baker, in April 2021, the airline could take delivery of its first three aircraft in 2023. British Airways says it expects its first aircraft in 2024.

Qatar Airways Boeing 777X
Qatar Airway’s CEO has said his airline is the launch customer of the Boeing 777X. Photo: Boeing

Flagship offering for several airlines

As well as efficient fleet upgrades, the 777X promises a lot for the passenger in terms of cabin upgrades. Several airlines will use the new aircraft to launch or expand new premium products. This includes:

  • British Airways has confirmed the 777X will get its new Club Suite product. This is already available on the A350-100, 787-10, and some 777s and is a significant improvement over its dated Club World seating.
  • Qatar Airways has said it is looking at a new ultra-premium first class cabin on the 777X, possibly to coincide with the retirement of A380s.
  • There has been discussion about a new first class, and possibly business class, from Singapore Airlines for the 777X, but this has not yet been confirmed.
  • Lufthansa originally planned to launch its new business class on the 777-9, but this is now more likely on the 787 or A350 following 777X delays.
Lufthansa business 777X
Lufthansa’s new business class was planned for the 777X but will now appear in 2022. Photo: Lufthansa

Will there be a 777X freighter version?

Boeing has discussed in the past the possibility of basing a freighter version on the 777-8, but nothing has been confirmed. Such a development would make sense, though.

Boeing already dominates the cargo market with the 747 and 777 freighters. Boeing claims that an additional 1,040 widebody freighters will be needed in the coming 20 years. There is certainly space for a new freighter that can benefit from the 777X upgrades.

At the Paris Airshow in 2019, Qatar Airways expressed its interest in being the launch customer for a freighter version. Qatar Airways already operates 24 Boeing 777 and 2 747-8 freighters. We will have to wait and see if this happens.

Qatar Paris Airshow
Qatar Airways expressed strong interest in a 777X freighter at the 2019 Paris Airshow. Photo: Getty Images

There have been delays, but the 777X is now flying and eagerly awaited by airlines and passengers. Feel free to discuss your thoughts about the aircraft, its possibilities, and what further orders or developments could come.

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Why Did Boeing Launch The 737 Program?





This month marks 54 years since the Boeing 737 first flew. The narrowbody twinjet has been a mainstay in commercial aviation for over five decades and is still familiar sight today. But why did Boeing launch the plane in the first place?

Lufthansa Boeing 737-100 In-Flight
Lufthansa was the first airline to receive the Boeing 737. Photo: Getty Images

Catching up with the industry

Boeing was keen to compete with the likes of the BAC One-Eleven, and the Douglas DC-9 in the short-haul twinjet market. The company had success with the 707 and 727, but these jets had four and three engines, respectively. Airlines were becoming increasingly conscious about being more efficient with their operations. So, the pressure was on for Boeing to adapt.

Initially, the plane was set to serve 60-85 passengers. However, launch customer Lufthansa raised the capacity to 100.

To save time on production and introduce the plane sooner, the 737 was given the same upper lobe fuselage as the 707 and 727. Therefore, identical upper deck cargo pallets could be used for all three models. The 737 eventually took the 727’s cargo convertible capabilities, which enabled the interior to switch between passenger and freight utilization with the 737-200 series.

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Innovative adaptations

Legendary Boeing engineer Joe Sutter understood that Boeing had to stand out with its aircraft. After all, the competition was tight during this period. So, he cut up a drawing of the original 737 design, which also had a T-tail with aft-mounted engines.


He then moved the engines around to find a more effective configuration. However, placing them on struts under the wing, such as on a 707, would block passengers from boarding the main cabin door on the smaller 737.

So, Sutter thought of a solution to this problem. He said the following, according to The Boeing 737 Technical Site:


I slid the cutout tight under the wing and felt a sudden flash of excitement. Instead of mounting the engines away from the wing on struts, why not mount them hard against the underside of the wing itself?

Thus, the 737’s famous wing positioning was now born.

Boeing 737- 200
Benefits of the 737’s wing-mounted engines included less interference drag, quieter aft cabin, and more rear cabin space. Photo: Getty Images

Boeing also made transitions in the cabin. The new narrowbody had six-abreast seating, which was a pull factor at the time due to the ability to serve more passengers per trip. For instance, the DC-9 had been given five abreast seating. The company could also add additional seats due to the fact that the engines were mounted under the wing.

There were further benefits to this layout. Boeing adds the following on its website:

“This engine placement buffered some of the noise, decreased vibration and made it easier to maintain the airplane at ground level. Like the 727, the 737 could operate self-sufficiently at small airports and on remote, unimproved fields. The plane’s performance in these conditions led to orders in Africa, Central and South America, Asia and Australia.”

Reaching new heights

Following a series of tests, the Federal Aviation Administration (FAA) certified the 737-100 for commercial flight on December 15th, 1967. Later on that month, Lufthansa took on its first -100 and was followed by United Airlines with its first -200.

The 737 family went on to dominate the skies over the decades. At least 23 variants of the type have been produced in total, and they have spanned through four generations. The Original, Classic, NG, and MAX have been snapped up by airlines across the globe.

Southwest 737
Many airlines choose to solely operate this type. Photo: Getty Images.

The program has faced some significant challenges over the years. For instance, most recently, the 737 MAX crisis highlighted notable concerns following two fatal crashes and the grounding of the entire generation for over a year and a half.

However, over 10,600 units of the 737 family have been delivered since the launch of the program. The plane’s efficiency and versatility on short and medium-haul operations have undoubtedly contributed to its strong presence.

What are your thoughts about the launch of the Boeing 737 program? What has been your favorite model over the years? Let us know what you think of the type in the comment section.

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