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A lot of planes are stranded and the airlines are taking a financial hit, Boeing Global's president Brendan Nelson told NDTV on Thursday as many of the leading airlines have announced schedule…
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NASA has officially categorized a past Boeing Starliner failure as a Type A mishap, the highest level of severity, indicating a significant incident with substantial financial or operational impact.
Jared Isaacman.
Anna Moneymaker/Getty Images
NASA Administrator Jared Isaacman blasted the "troubling" failures of the Boeing Starliner mission.
In a letter to NASA staff, he said it wasn't initially deemed a mishap due to reputational concerns.
A report into the mission found "unprofessional behavior," including yelling in meetings.
The head of NASA sent a scathing letter to employees on Thursday, outlining the failures of the botched Boeing Starliner mission that left a pair of astronauts stuck in space.
Jared Isaacman slammed "design and engineering deficiencies" but said the "most troubling failure" was decision-making and leadership.
"If left unchecked, [it] could create a culture incompatible with human spaceflight," he added.
The mission took place in June 2024, flying two NASA astronauts to the International Space Station. However, helium leaks saw Starliner's thrusters malfunction. The mission was supposed to last eight days, but the pair ultimately spent over 90 days in space before returning to Earth on a SpaceX flight.
"We returned the crew safely, but the path we took did not reflect NASA at its best," Isaacman told staff.
Also on Thursday, the incident was formally designated as a "Type A mishap" — the most severe level, on par with the Columbia and Challenger Space Shuttle disasters.
NASA defines such mishaps as those causing more than $2 million in failure costs, the loss of a vehicle or its control, or deaths.
However, a mishap was not initially declared for Starliner, despite a loss of control and, according to Isaacman, "cost thresholds exceeding a Type A mishap by a factor of one hundred," implying a loss of at least $200 million.
This decision was influenced by "concern for the Starliner program's reputation," he added.
Suni Williams and Butch Wilmore, before boarding Starliner in June 2024.
MIGUEL J. RODRIGUEZ CARRILLO/AFP via Getty Images
Isaacman's letter wasn't entirely gloomy.
He praised the "extraordinary professionalism" of controllers and crew who recovered control of the spacecraft and achieved docking with the International Space Station.
"At that moment, had different decisions been made, had thrusters not been recovered, or had docking been unsuccessful, the outcome of this mission could have been very different," he added.
'Unprofessional behavior' included 'yelling in meetings'
The letter coincided with the publication of the report into the Starliner mission. It's over 300 pages long and details the engineering and cultural problems.
Investigators said there were "times of unprofessional behavior" as NASA and Boeing butted heads on how to bring the astronauts home.
"There was yelling in meetings," one interviewee said. "It was emotionally charged and unproductive." Another said they heard safety engineers being berated "off muted mics."
"It was probably the ugliest environment that I've been in," said another.
The report listed three root causes for the debacle.
Firstly, it said NASA had a "hands-off approach" to setting up the contract, leading to insufficient oversight of Boeing's design and testing.
Then, Boeing didn't verify the propulsion system across all environments and use cases during the design phase, leaving Starliner exposed to conditions for which it wasn't properly certified, the report said.
Lastly, it said the culture at NASA's Commercial Crew Program led to greater acceptance of technical risk and a reluctance to fully challenge Boeing's analyses.
Isaacman said that NASA will continue working with Boeing.
"But to be clear: NASA will not fly another crew on Starliner until technical causes are understood and corrected, the propulsion system is fully qualified, and appropriate investigation recommendations are implemented," he added.
In a statement, Boeing said it was "grateful" to NASA for its "thorough investigation."
"In the 18 months since our test flight, Boeing has made substantial progress on corrective actions for technical challenges we encountered and driven significant cultural changes across the team that directly align with the findings in the report."
Read the original article on Business Insider
The head of NASA has strongly criticized Boeing's Starliner incident, equating its severity to the fatal Columbia and Challenger space shuttle disasters in a critical report.
A US startup wants to lure customers with lucrative cargo space unavailable on today's narrowbodies.
Natlius
US startup Natlius unveiled plans for a dual-deck blended-wing jet with a level for passengers and another for cargo.
It's a familiar setup, but the ultra-wide jet would hold more freight than existing narrowbodies.
The smaller, cargo-heavy plane could be built as a designated freighter and replace the Boeing 757.
Airbus' CEO recently said the future of flying is a B2-bomber-shaped "blended-wing body" plane with passengers housed inside the plane's one giant wing for maximum efficiency.
Aleksey Matyushev, the CEO of the US aerospace startup Natilus, told Business Insider that his company has taken that vision one step further by redesigning its proposed blended-wing plane, Horizon, with plans to offer more lucrative cargo space while still delivering the 50% lower operating costs and up to 250 seats previously promised.
Instead of the single-deck seating layout originally planned, the newly unveiled Horizon Evo — which the company expects to enter service as soon as the early 2030s — reimagines what cargo-heavy passenger jets can look like by adding a "dual-deck" layout.
So far, Natilus' blended-wing vision is just a sketch on paper, and a mini-sized prototype it's been flying; actually developing and certifying the new plane type and getting it into the air is a much longer road.
The dual deck design would have cargo sitting below the passengers, as is the case with traditional airplanes.
Natilus
Still, the dual-deck idea should be familiar to regulators and airlines, as it is the configuration of traditional tube-and-wing jets where passengers sit in a single level above the cargo hold. When installed on an ultra-wide blended-body, it results in a very cargo-heavy plane.
Evo is expected to boast 2,600 cubic feet of dedicated cargo space on the lower level. For context, most Boeing 737s or Airbus A320s, which are at least 10 feet longer but have a cabin roughly half as wide despite similar wingspans, offer between roughly 1,300 and 1,800 cubic feet of belly cargo space.
This cargo focus comes at a time when belly freight has become one of the most reliable money-makers in aviation (e-commerce helped keep airlines afloat during the pandemic). The lure could help break the Airbus-Boeing duopoly while also addressing a projected shortfall of roughly 15,000 narrow-body aircraft over the next two decades.
"The market has gravitated toward a single-deck [blended-wing] layout because it's simpler to design and build in many ways, but I just don't see it as operationally better," Matyushev said.
Natilus said its futuristic Evo jet will fit into existing airport infrastructure.
Natilus
California-based competitor JetZero, for example, is developing a single-deck version. Company leaders have previously said there is a lower deck for the landing gear and some cargo containers, but it could move that floor up to create more space.
Making a dual-deck layout in a blended-wing aircraft is challenging. Unlike conventional jets, the design spreads volume horizontally rather than vertically, and stacking passengers above a cargo deck in this uniquely triangular-shaped airframe requires careful structural and engineering solutions.
Evo's cargo economics could shake up the market for freight-reliant carriers. With roughly 11,000 cubic feet of cargo space across its two levels, Matyushev said Evo could serve as a dedicated freighter — potentially replacing planes like the Boeing 757.
"There's a huge product gap left behind by the 757; companies like UPS and FedEx heavily rely on that configuration," Matyushev said. "Evo has the same volumetric capacity as a 757 but in a smaller airframe."
Beyond cargo, Matyushev said the plane's unique geometry would similarly enhance the customer experience: airlines could fit the wide upper level with unique living spaces, such as a playroom or mini-offices.
Natlius envisions a 12-abreast economy cabin with the potential to also install unique spaces that are not practical on traditional jetliners.
Natilus
He added that the economy cabin would feature more overhead bins and three aisles for better comfort, door access, and safety during evacuations: "It'd have four sets of three seats across, which is close to the A380," Matyushev said, referring to the superjumbo's possible 11-abreast seats." We're thinking about it like a widebody layout in a narrow-body type of footprint."
Matyushev also said that Evo would have windows — something Airbus' top executive warned could be absent from some blended-wing designs. A windowless passenger jet could create a claustrophobic environment, and flight attendants may struggle to see outside as easily during an emergency.
Natilus doesn't have a prototype of Evo, but a subscale model of its blended-wing cargo plane, called Kona, has been test-flying since 2023. Kona has secured orders from companies like US-based Ameriflight and Canada-based Norlinor, while Indian carrier SpiceJet has signed a conditional deal for 100 Evos.
The above rendering shows Natilus' proposed "privacy pods" onboard the wide BWB jetliner.
Natilus
Natilus has raised $28 million in Series A financing to support its first full-scale Kona prototype and further development of Evo. It typically costs billions of dollars to develop passenger-ready commercial jetliners, and Natilus has a long way to go.
The 737 Max cost around $2 billion to develop (before safety issues and the subsequent global grounding forced Boeing to redesign the plane). It was built on an older airframe that cost around $1.1 billion, in inflation-adjusted dollars, to develop. Meanwhile, the Airbus A320neo cost just over $1 billion to develop; it was also built on an older airframe, that originally cost around $3 billion to develop.
Natilus isn't the only company betting on a Jetsons-like blended-wing aircraft. United Airlines has tentatively committed to buying up to 200 of JetZero's "Z4," which it previously described to Business Insider as a "living room in the sky."
Airbus has also been developing a commercial flying wing since 2017 as part of its ZEROe program, which aims to build zero-emission airlines powered by hydrogen rather than traditional jet fuel. That project flew a demonstrator in 2019 but has since been delayed at least a decade from its initial 2035 timeline.
Read the original article on Business Insider
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To...
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The Enola Gay viewed from an elevated platform at the National Air and Space Museum's Steven F. Udvar-Hazy Center.
Talia Lakritz/Business Insider
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W nocy z niedzieli na poniedziałek, czyli z 5. na 6. kwietnia w Radomiu wylądują dwa Boeingi 777 izraelskich linii El Al. I zostaną tam na dłużej. Dla lotniska to okazja do dodatkowych przychodów.
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AFP via Getty Images
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Lufthansa's new Allegris business class has faced certification issues on the Boeing 787. It appears to have fixed the problem.
MICHAELA STACHE/AFP via Getty Images
Lufthansa's Boeing 787 business class debacle is almost over after a yearslong certification delay.
The airline has been flying some Dreamliners with only four of the 28 high-dollar seats sold.
Lufthansa expects to boost the number of sellable 787 business-class seats to 25 by mid-April.
Lufthansa can finally start making money on its Boeing 787 Dreamliners after a certification debacle left one of its most lucrative cabins largely empty for months.
The German flag carrier said on Monday that it will begin selling tickets for its Allegris business class on the 787. Allegris, Lufthansa's signature cabin concept, spans economy, premium economy, business, and first class, but the business class rollout has been particularly tricky.
The program first launched on the Airbus A350 in May 2024, with the cabin spanning the entire plane. The first Allegris-equipped 787 followed in October 2025, but certification of business class dragged on due to the cabin's complexity: there are five staggered seat configurations in a single airplane cabin — some with doors or more legroom, others with extra-long beds.
The middle front-row suite can be combined into a double bed. The first-row window seats have extra workspace.
Lufthansa
This is because the Dreamliner's geometry — including a slightly tighter usable footprint and different fuselage contouring compared to the A350 — made it harder to demonstrate to regulators that passengers could evacuate quickly from every seat, whether staggered, partially enclosed, or fully cocooned, in an emergency.
The result? For months, only four of the 28 business class seats could be sold — the front-row Business Class Suites — leaving the remaining 24 empty. Business class is a cash cow for airlines, and by flying most of the cabin empty as competitors pour investments into their own premium seats, Lufthansa was essentially leaving money on the table.
It has been a particularly costly headache for a carrier in the midst of a multi-year turnaround plan to restore profitability after years of financial pressure from frequent maintenance, aircraft shortages, rising operating costs, and labor strikes.
Lufthansa even opted for an already-certified business-class seat to retrofit onto its Airbus A380s rather than risk another prolonged and costly certification process.
But the saga is nearing the finish line. Beginning April 15, Lufthansa plans to carry passengers in 25 business-class seats on its 787s, with three remaining blocked in the second row of the cabin.
Bookings are open, though it's unclear whether the news indicates the seats have been fully certified or if that's just Lufthansa's expected timeline.
Lufthansa said "Classic" seats — one of the Allegris categories available — are free to secure with the premium fare.
The others require an extra fee: this includes the first-row suites, the "Privacy" seat next to the window, the "Extra Space" seat with more legroom, and the "Extra Long Bed" with an over seven-foot sleeping surface.
The three second-row seats that are blocked — and not yet available for booking — are two privacy seats and an extra-legroom seat.
Some Allegris seats can be fully enclosed with extra workspace; others can combine into a double bed.
LUKAS BARTH/AFP via Getty Images
Lufthansa flies eight Allegris-equipped Dreamliners and expects to have 29 by the end of 2027.
They are set to first fly from Frankfurt to Rio de Janeiro, Bogota, Cape Town, Shanghai, Hyderabad, Hong Kong, and Austin; New York-JFK and Los Angeles join the roster in June, followed by Delhi in July.
As part of Lufthansa's greater multibillion-dollar fleet overhaul plan, Allegris is also being fit onto the airline's existing A350s and Boeing 747-8s, as well as its future, yet-to-be-certified Boeing 777Xs.
A similar spacing issue on the 747 double-deckers' upper level means it will have a split business class: the lower deck will have Allegris, while upstairs will feature the plane's original cabin.
Read the original article on Business Insider