The Coronavirus & AirlineReporter

The Coronavirus & AirlineReporter:

The coronavirus and airlinereporter

As you all probably know, the world is in the middle of dealing with the coronavirus, which will likely have devastating consequences for the airline business that we all love. There are so many great folks out there covering the impact this is having on the airline industry, and we are opting to mostly continue to publish the type of content we normally do — warm and fuzzy feeling stories. Just because we aren’t fully covering what will be happening with the coronavirus, does not mean we don’t care; our thoughts are with the many lives that this will impact (not just in the airline business). As always, we appreciate your support and look forward to providing you with more stories. 

WEBSITES & TWITTER FOLKS TO FOLLOW FOR CORONAVIRUS UPDATES:

Let us know in the comments if we missed a good resource. Thanks and stay safe out there! Last updated 03/17/2020.

The post The Coronavirus & AirlineReporter appeared first on AirlineReporter.

March 17, 2020 at 09:10PM Source: https://ift.tt/2Ex2ezu

The Airbus A220 – Air Canada’s new Ambassador

The Airbus A220 – Air Canada’s new Ambassador:

Up close with the A220

C-GROV, the first A220-300 operated by Air Canada – Photo: John Jamieson

On January 15th, North America’s fifth-largest airline became the newest operator of the Airbus A220. At Air Canada’s headquarters in Montreal, Fin 101 (C-GROV) was unveiled to employees, honored guests, and members of the media. Over the course of the event, we were able to go onboard the aircraft and take in the A220’s unique features. We also managed to interview Mark Galardo, Air Canada’s VP Network Planning.

With the focus of the event firmly on the aircraft (as opposed to a new destination), we’ve focused our analysis on the physical benefits. That said, we’ll have a thorough examination of the aircraft’s operational benefits, and our interview, in a future post. For now, follow along as we cover Fin 101 from nose to tail and explore every inch of Canada’s newest clean-sheet aircraft.

Bonus: Photo Tour of the Bombardier CSeries at the Dubai Airshow – For those who’d like a comparison to the smaller A220-100.

Cockpit and Controls:

Starting in the cockpit, it’s clear that the A220 has been designed with the pilot in mind. The most obvious feature, perhaps, is the location of the flight controls.

While inherently familiar and perfectly functional, the standard control yoke tends to occupy more space than is necessary. A sidestick, on the other hand, while lacking the benefits of a physical coupling (See Air France 447), offers similar levels of control in a smaller, cleaner package.

When Bombardier made the decision to implement a Fly-By-Wire system, they had a choice to make. Both control devices are compatible with an FBW system. What ultimately pushed Bombardier/Airbus to the sidestick?

Overview of the A220 Cockpit

Notice the two Heads-Up-Display (HUD) units and the five Electronic-Flight-Display (EFD) screens – Photo: John Jamieson

First of all, the sidestick has a greater degree of sensitivity allowing pilots to respond faster to the aircraft’s movement. Secondly, from a pilot perspective, the sidestick reduces cockpit clutter and improves visibility for the flight crew.  Thirdly, despite lacking the physical coupling of a two-yoke system, the A220’s flight control system incorporates some Artificial Feel built-in. This addition helps to improve the pilot’s spatial awareness during challenging conditions. With this benefit effectively built-in, the sidestick satisfies nearly every condition.

As best I can describe it, A220 pilots are able to sense the aircraft better without needing a physical control yoke. To examine the A220’s flight controls in greater depth, check out the link below!

Bonus: FLIGHT TEST: We put Bombardier’s CSeries through its paces via Mike Gerzanics and Flight Global

Advanced Avionics

Before moving onto the cabin specs, it’s worth noting the avionic inputs from Rockwell Collins. The Pro-Line Fusion suite is the same system featured on Bombardier’s high-end business jets.

With touch control PFDs (personal flight displays) and an integrated heads-up display system, the PLF is one of the best!  For more on the technical specifications and features, click here.

Cabin Configuration:

Moving through the aircraft, the A220 feels noticeably different than a regional jet. With its high ceiling and wide cabin, the aircraft is a cut above the Embraer 190 it’s replacing. Passenger comfort is immediately enhanced.

With room for 137 passengers, C-GROV is laid out in a standard two-class configuration: 12J, 125Y. Defined by a fixed bulkhead, the aircraft’s Business Class seats 12 in a 2×2 layout. With no specific plans to serve any unique routes (Unlike American and their A321T), it’s expected that all of Air Canada’s A220s will be delivered in this arrangement.

Bonus: An Inside Look at the New Bombardier CSeries – Literally

While it’s true that a single-class operator could potentially squeeze 160 passengers into the aircraft, it’s unlikely we’ll ever see this configuration. With better substitutes available satisfying that market, the only way we’ll see 150+ passengers in an A220 is if Airbus develops the -500.

Air Canada's Economy Class on the A220

Looking aft towards the rear galley and lavatories. The aircraft’s economy cabin has space for 125 passengers; 20 seats have been designated as “Preferred” – Photo: John Jamieson

Business Class (J) Review:

As mentioned above, Air Canada’s business class cabin occupies the first three rows of the aircraft (2 x 2, AC-DF). In addition to their large seatback entertainment screens, the Rockwell Collins MiQ seats are 21 inches wide and feature 37 inches of pitch. When comparing these specifications to other cabins in North America, the A220’s hard product falls right in line.

Combined with the airline’s lounge experience and meal service, Air Canada’s business class remains one of the best in North America. With its Canadian rival, WestJet, upgrading its own business class product, each advantage remains crucial for Air Canada.

At the tail end of the cabin, the first row of economy seats (Row 12) benefit from the A220’s fixed bulkhead. These “Preferred” seats feature additional legroom without sacrificing seatback IFE. While the aircraft lacks a distinct premium economy section, rows 19 to 21 also feature extra legroom.

A220 Preferred Seats

A look at Air Canada’s “Preferred Seats” and the A220’s IFE Screens – Photo: John Jamieson

The Economy (Y) Experience:

In terms of passenger comfort, the A220 answers the key questions. One need no longer fear the middle seat! At 19 inches, the standard economy seat is more than wide enough, even for a “generously proportioned” person like myself. With seatback IFE available throughout the cabin, the only thing holding the aircraft back is the cabin’s standard seat pitch.

At 30 inches, the legroom falls behind Air Canada’s direct competitors. That said, the A220 features more overhead storage space than other comparable aircraft. This advantage may help alleviate some of the discomforts.

Bonus: Bombardier’s CSeries Rocks (and Rolls Out) – PART 2 – context behind the design:

Cabin Focus

By the time I get to the aft galley, I have only one disappointment. There is no “Loo with a View”. While the aircraft does have a dedicated bathroom for business class and two (at the rear) for economy passengers, none have a window.

Interior Recap:

Inside the A220, it’s clear that passenger comfort is the highest priority. By all accounts, the aircraft could probably shoot up the popularity charts based on its “PaxEx” alone. While appearance and comfort certainly have their place, performance and functionality drive revenue and profits.

Engines and Aircraft Components:

The PW 1524 GTF Engine

With a diameter approaching 73 inches, the PW 1500 G is a formidable powerplant! – Photo: John Jamieson

Producing between 19 to 25 thousand pounds of thrust, the two PW1524 Geared Turbo Fan (GTF) engines offer exceptional performance. In contrast to the CF-34 and CFM-56 powerplants on the A220’s nearest competitors (the E190 and A319 respectively), Pratt and Whitney’s engines have an ultra-high bypass ratio of 12-1.

As a result of their increased compression, Pratt and Whitney’s engines offer double-digit fuel savings over older-generation powerplants. If you need a refresher on GTF engines, check out the link below.

Bonus: Pratt and Whitney geared turbofan engine is a gamechanger via Business Insider

The Fuel Factor:

Sticking with the fuel for a moment, the A220 has three main tanks (center & each wing) with capacity for 21,508 liters (5,801) gallons). In comparison, Embraer’s new E2 offerings (specifically the 190 and 195) hold a maximum of 17,035 liters, almost 4,500 liters less!

Putting things into perspective, the difference in fuel contributes to a range reduction of over 1,000 Kilometers (600 miles). When you transpose this reduction onto the physical environment, the results are stunning!

Bonus: FLYING THE EMBRAER E195-E2 TECH LION TO LUNCH WITH AN ASTRONAUT!

While I’m going to discuss this at greater detail in the next section (and a future post), the limitations placed on the Embraer basically inhibit trans-Atlantic operations. For the A220, on the other hand, the west coast of France, Spain, and all of the U.K. are all within range of North America. Ultimately, the role and success of an aircraft are determined by the carrier. However, when you look at the complete portfolio of aircraft at Boeing and Airbus, the A220 adds more versatility and value than the E2.

Bonus: Bombardier’s CSeries Rocks (and Rolls Out) – PART 1– context behind the design: Aircraft Focus

 Range and Routes:

With their sights set on North American business markets, Air Canada has identified the A220 as a major enabler for future growth. While not directly replacing a particular aircraft, expect the A220 to operate routes previously operated by the E190 and A319. Looking at Air Canada’s three main hubs, it’s possible to brainstorm a few routes beyond the two already announced.

A220 Horizontal Stabilizer

C-GROV, named for Air Canada’s CEO Calin Rovinescu – Photo: John Jamieson

East Coast Hubs:

Looking at Toronto and Montreal, their range circles are effectively identical. Based on Air Canada’s suggested range and a nugget of information from Mark Galardo, the airline won’t be looking eastbound (i.e. Europe). As for the Carribean, while the aircraft has the range, Air Canada has Rouge for those markets.

Bonus: Air Canada Rouge; First Flight of a New Leisure Airline

That leaves the west coast, the southern United States, and Central America. With the aircraft configured for mixed-class operations, we can probably rule out Central America. Considering the niche characteristics of the A22o, the following markets could be reasonable guesses: Portland, Sacramento, Salt Lake City, and San Antonio.

Bonus: My Review: Air Canada E-190 Flight from Toronto to Seattle – Expect this to switch to the A220 once more are delivered!

The A220-300's effective range from Vancouver

Pinned on Vancouver, the Airbus A220-300 has a fairly-long effective range – Photo: John Jamieson

You may have noticed that I haven’t mentioned any markets in Western Canada. Once the fleet starts to fill out, Victoria and Kelowna will probably be the next destinations served from Toronto. Currently, these two markets are served by Rouge, satisfying Air Canada’s cost structure. With the A220 offering considerable savings over Air Canada’s other short-haul aircraft, these destinations will probably regain mainline service. On that note, let’s take a look at the other markets that Air Canada could develop from Western Canada.

Bonus: Air Canada rouge Expands to Western Canada

Western Expansion:

With a particular focus on Vancouver and Calgary, the A319 and the CRJ-900 feature more prominently than the E190. From Vancouver, for example, Air Canada currently serves Boston, Chicago, and Dallas. Similarly, from Calgary, the A319 or CRJ-900 is used on flights to Boston, Halifax, Houston, Newark, and San Francisco. These businesses-type markets would be perfect for the A220. Expect some of these markets to eventually see the A220.

From a growth standpoint, the eastern seaboard offers a number of appealing markets. When extended to the southern United States, these include the following: Washington (Dulles), Philadelphia, Charlotte, Nashville, Atlanta, Detroit, etc. Additionally, from a domestic standpoint, flights to Halifax, St John’s, and Charlottetown could all become feasible. With Vancouver serving as Air Canada’s main trans-Pacific hub, it seems likely that the A220 will play a role in developing additional traffic.

Wrap Up:

As Air Canada continues modernizing its fleet, the A220 and the 737 MAX will drive growth in North America. Going forward, we’ll take a deeper look at the benefits of both aircraft and discuss how they link with Air Canada’s long haul fleet.

Additionally, make sure to keep a close lookout for our interview with Mark Galardo. We’ll discuss how the A220 fits into Air Canada’s strategy and if they have any interest in the A220-100.

For the next few months, Fin 101 will continue its tour north of the border. However, come the spring, expect to see Air Canada’s newest ambassador at an airport near you!

The post The Airbus A220 – Air Canada’s new Ambassador appeared first on AirlineReporter.

February 06, 2020 at 05:39AM Source: https://ift.tt/2Ex2ezu

Underneath the Helmet: Interviewing Red Arrows…

Underneath the Helmet: Interviewing Red Arrows Squadron Leader Steve Morris:

Four Red Arrows Hawks lined up at YVR, including Red 5 flown by Squadron Leader Steve Morris.

Now an Executive Officer with the Red Arrows, Squadron Leader Steve Morris has been flying with the RAF since 2002 – Photo: John Jamieson

This past September, I was fortunate enough to attend the Red Arrows’ media event in Vancouver, BC.  During the event, I was given the opportunity to meet and interview Steve Morris, a senior pilot with the aerobatic team. In addition to learning about Steve’s day-to-day role with the Royal Air Force (RAF), he also talked about his career plans after aerobatics.

NOTE: In the interview, we discuss some of the team’s maneuvers and aerobatics. To provide some context, I’ll be including a few of my photos from the flypast. With a little help from the media guide, I’ve been able to identify some elements from their performance. I’ll do my best to explain the maneuvers as best that I can.

BRIEF BIO:

Squadron Leader Steve Morris

After returning to the Red Arrows as a member of the Front Five, Steve now flies Red 9 – Photo: RAF

Steve Morris was born in Sheffield in 1982 and joined the RAF in 2002. After serving as a flight instructor with 208 Squadron, Steve became the last pilot certified on the iconic Harrier GR9. Most unfortunately, I learned this piece of information after my interview with Steve. I’d have loved to learn more about his experience with the Jump Jet!

Moving on from the Harrier, Steve flew the Panavia Tornado GR4 Strike Fighter with IX Squadron. After serving overseas, Steve returned to the U.K. and continued participating in military exercises. In 2013 he transitioned over to the Red Arrows, returning to display flying. Considering Steve’s background on the Canadair CT-114 Tutor, his move to the Red Arrows likely came as no surprise.

Following his first tour of duty with the team (2013-2016), Steve returned to RAF Valley, where he’d been initially trained, as an instructor. In 2019, he began his second tour with the Red Arrows, now as a Squadron Leader.

Interview with Squadron Leader Steve Morris:

John Jamieson (JJ): Hi Steve, Welcome to Vancouver! It’s amazing to think that this record-setting tour began nearly two months ago in Halifax! What’s been your favourite moment thus far?

Steve Morris (SM): The moment that sticks out the most has to be our trip down to Niagra Falls. We were able to make a few passes over the falls before attending the Canadian International Air Show in Toronto!

JJ: A special day for sure! For this trip, you’ve had some long stretches of flying, beyond the team’s usual limit. Would you be able to walk us through a typical training day at the base?

SM: We’re usually in the air for 30 minutes at a time when preparing for a display. We’ll typically do three sets a day, five times a week. We’re constantly aware of the g-forces and mental concentration; they can really strain the body. That said, all the lads keep in good shape and maintain a heathy diet. Core strength plays a key role as well because we’re typically pulling 8 G’s during training!

JJ: You mentioned how the intensity of training ramps up prior to a big display. Is there an event in the U.K. that you look forward to on a regular basis?

SM: The Bournemouth Air Festival (similar to Fleet Week in San Francisco or SeaFair in Seattle) definitely stands out! They typically get 250,000 people out to the South Coast. It’s also a great event because they incorporate military and naval demonstrations as well.

Red Arrows performing their trademark Diamond Maneuver.

The RAF Red Arrows seen in their iconic Diamond formation – Photo: John Jamieson

Maneuvers and Safety:

JJ: As far as the display elements are concerned, is there a particular maneuver that’s more enjoyable to perform?

SM: I mean my favourite formation has to be our iconic diamond maneuver. That said, I also enjoyed performing the Heart and Sphere maneuvers when I was Synchro Leader (Red 6 and Red 7 form the Synchro Pair).

JJ: And is there one that’s maybe more challenging than the others?

SM: Well, all of our maneuvers have a certain element of risk; however, when flying with the Front Five, the slalom requires a lot of concentration. Weaving in and out of the line, at speed, is far more dangerous than it looks. Any change of altitude could be fatal!

JJ: On that note, do you require any additional emergency training? For example, do you need to be able to parachute from a certain height or have some experience?

SM: We have a currency whereby we have to egress (Ground Evacuation) on a yearly basis, perform simulator sorties (pulling the evacuation handle; aerial), and be able to parachute to the ground in the case of a disaster.

One Aircraft Short: The Red Arrows seen performing their "Concorde" maneuver.

Another iconic maneuver! The seamless transition from “Apollo” into “Concorde”. Vancouver FlyBy, September 26th, 2019 – Photo: John Jamieson

Post-Red Arrows Career and Quick-Fire Questions:

JJ: Steve, we’ve talked a lot about your time with the Red Arrows and your career with the RAF. Going forward, what does your five-year plan look like? Do you have any thoughts of transitioning to the commercial side?

SM: Well, as a matter of fact, I’m at a natural transition point in my career. Within two years I’ll finish my tour with the Red Arrows, then I’ll hopefully move on to TUI (U.K. Charter Operator). With a young family at home, it would be selfish to keep flying jets!

JJ: OK, a couple of quick-fire questions to finish with! First of all, do you have a favourite between the Airbus A380 or the Boeing 747?

SM: 747, every day of the week!

BOAC 747 retro livery - Photo: BA
Landor 747 retro livery - Photo: BA

JJ: With British Airways celebrating its 100th anniversary, do you have a favourite Retro Livery?

SM: Hmm…it’s a tough one, but for me it has to be the BOAC livery! Just iconic!

JJ: It certainly is! It’s the Landor Scheme for me, but to be honest, they all look amazing! Thanks for your time Steve, best of luck for the rest of the tour!

SM: Cheers!

Red Arrows seen performing their "Phoenix" display.

Finishing on a high! One of the team’s final maneuvers was the “Phoenix” formation! Vancouver FlyBy, September 26th, 2019 – Photo: John Jamieson

Wrap Up:

I truly had a great time with the Red Arrows. Having always been more of a “commercial” guy, I didn’t really know what to expect from the team’s display. I was more than impressed, as were the people who turned out to see them perform. It would be great to catch up with Steve in the future; I wish him all the best! If you’ve ever been amazed by the Red Arrows, you owe it to yourself to see them live!

The post Underneath the Helmet: Interviewing Red Arrows Squadron Leader Steve Morris appeared first on AirlineReporter.

January 27, 2020 at 04:34PM Source: https://ift.tt/2Ex2ezu

Underneath the Helmet: Interviewing Red Arrows…

Underneath the Helmet: Interviewing Red Arrows Squadron Leader Steve Morris:

Four Red Arrows Hawks lined up at YVR, including Red 5 flown by Squadron Leader Steve Morris.

Now an Executive Officer with the Red Arrows, Squadron Leader Steve Morris has been flying with the RAF since 2002 – Photo: John Jamieson

This past September, I was fortunate enough to attend the Red Arrows’ media event in Vancouver, BC.  During the event, I was given the opportunity to meet and interview Steve Morris, a senior pilot with the aerobatic team. In addition to learning about Steve’s day-to-day role with the Royal Air Force (RAF), he also talked about his career plans after aerobatics.

NOTE: In the interview, we discuss some of the team’s maneuvers and aerobatics. To provide some context, I’ll be including a few of my photos from the flypast. With a little help from the media guide, I’ve been able to identify some elements from their performance. I’ll do my best to explain the maneuvers as best that I can.

BRIEF BIO:

Squadron Leader Steve Morris

After returning to the Red Arrows as a member of the Front Five, Steve now flies Red 9 – Photo: RAF

Steve Morris was born in Sheffield in 1982 and joined the RAF in 2002. After serving as a flight instructor with 208 Squadron, Steve became the last pilot certified on the iconic Harrier GR9. Most unfortunately, I learned this piece of information after my interview with Steve. I’d have loved to learn more about his experience with the Jump Jet!

Moving on from the Harrier, Steve flew the Panavia Tornado GR4 Strike Fighter with IX Squadron. After serving overseas, Steve returned to the U.K. and continued participating in military exercises. In 2013 he transitioned over to the Red Arrows, returning to display flying. Considering Steve’s background on the Canadair CT-114 Tutor, his move to the Red Arrows likely came as no surprise.

Following his first tour of duty with the team (2013-2016), Steve returned to RAF Valley, where he’d been initially trained, as an instructor. In 2019, he began his second tour with the Red Arrows, now as a Squadron Leader.

Interview with Squadron Leader Steve Morris:

John Jamieson (JJ): Hi Steve, Welcome to Vancouver! It’s amazing to think that this record-setting tour began nearly two months ago in Halifax! What’s been your favourite moment thus far?

Steve Morris (SM): The moment that sticks out the most has to be our trip down to Niagra Falls. We were able to make a few passes over the falls before attending the Canadian International Air Show in Toronto!

JJ: A special day for sure! For this trip, you’ve had some long stretches of flying, beyond the team’s usual limit. Would you be able to walk us through a typical training day at the base?

SM: We’re usually in the air for 30 minutes at a time when preparing for a display. We’ll typically do three sets a day, five times a week. We’re constantly aware of the g-forces and mental concentration; they can really strain the body. That said, all the lads keep in good shape and maintain a heathy diet. Core strength plays a key role as well because we’re typically pulling 8 G’s during training!

JJ: You mentioned how the intensity of training ramps up prior to a big display. Is there an event in the U.K. that you look forward to on a regular basis?

SM: The Bournemouth Air Festival (similar to Fleet Week in San Francisco or SeaFair in Seattle) definitely stands out! They typically get 250,000 people out to the South Coast. It’s also a great event because they incorporate military and naval demonstrations as well.

Red Arrows performing their trademark Diamond Maneuver.

The RAF Red Arrows seen in their iconic Diamond formation – Photo: John Jamieson

Maneuvers and Safety:

JJ: As far as the display elements are concerned, is there a particular maneuver that’s more enjoyable to perform?

SM: I mean my favourite formation has to be our iconic diamond maneuver. That said, I also enjoyed performing the Heart and Sphere maneuvers when I was Synchro Leader (Red 6 and Red 7 form the Synchro Pair).

JJ: And is there one that’s maybe more challenging than the others?

SM: Well, all of our maneuvers have a certain element of risk; however, when flying with the Front Five, the slalom requires a lot of concentration. Weaving in and out of the line, at speed, is far more dangerous than it looks. Any change of altitude could be fatal!

JJ: On that note, do you require any additional emergency training? For example, do you need to be able to parachute from a certain height or have some experience?

SM: We have a currency whereby we have to egress (Ground Evacuation) on a yearly basis, perform simulator sorties (pulling the evacuation handle; aerial), and be able to parachute to the ground in the case of a disaster.

One Aircraft Short: The Red Arrows seen performing their "Concorde" maneuver.

Another iconic maneuver! The seamless transition from “Apollo” into “Concorde”. Vancouver FlyBy, September 26th, 2019 – Photo: John Jamieson

Post-Red Arrows Career and Quick-Fire Questions:

JJ: Steve, we’ve talked a lot about your time with the Red Arrows and your career with the RAF. Going forward, what does your five-year plan look like? Do you have any thoughts of transitioning to the commercial side?

SM: Well, as a matter of fact, I’m at a natural transition point in my career. Within two years I’ll finish my tour with the Red Arrows, then I’ll hopefully move on to TUI (U.K. Charter Operator). With a young family at home, it would be selfish to keep flying jets!

JJ: OK, a couple of quick-fire questions to finish with! First of all, do you have a favourite between the Airbus A380 or the Boeing 747?

SM: 747, every day of the week!

BOAC 747 retro livery - Photo: BA
Landor 747 retro livery - Photo: BA

JJ: With British Airways celebrating its 100th anniversary, do you have a favourite Retro Livery?

SM: Hmm…it’s a tough one, but for me it has to be the BOAC livery! Just iconic!

JJ: It certainly is! It’s the Landor Scheme for me, but to be honest, they all look amazing! Thanks for your time Steve, best of luck for the rest of the tour!

SM: Cheers!

Red Arrows seen performing their "Phoenix" display.

Finishing on a high! One of the team’s final maneuvers was the “Phoenix” formation! Vancouver FlyBy, September 26th, 2019 – Photo: John Jamieson

Wrap Up:

I truly had a great time with the Red Arrows. Having always been more of a “commercial” guy, I didn’t really know what to expect from the team’s display. I was more than impressed, as were the people who turned out to see them perform. It would be great to catch up with Steve in the future; I wish him all the best! If you’ve ever been amazed by the Red Arrows, you owe it to yourself to see them live!

The post Underneath the Helmet: Interviewing Red Arrows Squadron Leader Steve Morris appeared first on AirlineReporter.

January 27, 2020 at 04:34PM Source: https://ift.tt/2Ex2ezu

Airline Memorabilia is Pretty Much the Best Av…

Airline Memorabilia is Pretty Much the Best AvGeek Gift Ever!:

A little bit of Eastern Air Lines history! (which can be yours)

A little bit of Eastern Air Lines history! (which can be yours)

Looking for that perfect holiday gift for the avgeek(s) in your family? Need a little something for yourself?

We might have just the ticket for you. My name is Jeremy and I am an Avgeek, photographer, and friend/friendly frenemy of the guy running this site, David Parker Brown.  Iam [still] selling a huge chunk of his airline collection.

For regular followers, you might’ve seen this before, we plugged it in April and a lot of you were able to snatch up some great stuff. But in case you were on the fence, there’s still well over 1,500 items left for sale.

A little bit of airline memorabilia for everyone!

A little bit of airline memorabilia for everyone!

There’s something for every AvGeek here: post cards, menus, paper ads, posters, bag tags, matchbooks, route maps, timetables, and even a small number of vintage hand bags…including a few Pan Am. And that’s only part of it – all in all there’s over 2,000 items for sale.

Easier than eBay, don’t have to travel to the big shows, and David knows where I live, if something goes bad on you (And I will make a visit to his house for you -David). There are lots of photos here but that’s only about 75% of the collectionthe full list is located here on a detailed spreadsheet.

If you see something you like, shoot him me email (jeremy.lindgren@gmail.com) and let a bit of airline history into your home in time for the holidays!

The post Airline Memorabilia is Pretty Much the Best AvGeek Gift Ever! appeared first on AirlineReporter.

December 11, 2019 at 10:36PM Source: https://ift.tt/2Ex2ezu

Do NOT follow this link or you will be banned from the site!