United’s ‘Son of Concorde’ Aircraft Will Travel to Europe in 3 Hours, Asia in 6
United’s ‘Son of Concorde’ Aircraft Will Travel to Europe in 3 Hours, Asia in 6
https://www.fodors.com/news/news/united-airlines-son-of-concorde-will-travel-to-europe-in-3-hours-asia-in-6
The X-59’s “quiet boom” technology could make supersonic commercial flights over land a reality by 2029.
There have been no commercial supersonic flights since the Anglo-French Concorde retired from scheduled service more than 20 years ago. But the U.S. space agency NASA is testing an improved supersonic aircraft model that could ultimately be the prototype for a new generation of supersonic commercial passenger aircraft.
Lockheed Martin is constructing the X-59 prototype for NASA in California and is planning to operate test flights of the aircraft over nearby communities to test the sonic boom-dampening technology it has developed for use onboard the aircraft. The sonic boom is a side effect of supersonic travel—that is, travel faster than the speed of sound. When aircraft break the sound barrier, the shock waves that travel to the earth’s surface can be alarmingly loud, oftentimes rattling windows and chipping glassware or china stored in cabinets.
Until now, sonic booms have also generated noise in excess of 110 decibels, the equivalent of a thunderclap or a large nearby explosion. Because of the sonic boom, Concorde and supersonic military aircraft were restricted to operating faster than the sound barrier only away from populated areas or over oceans.
Concorde’s debut in the United States was delayed several years from when the aircraft first entered service because of concerns about noise pollution, but the aircraft was ultimately cleared to operate from U.S. airports in 1976. Air France and British Airways, the only two airline buyers for the aircraft, flew it reliably across the Atlantic for nearly three decades before Concorde eventually became unprofitable because of high fuel prices and dwindling passenger interest in the high fares required for supersonic travel. Both airlines retired the aircraft from service in 2003.
The X-59, which is projected to fly at 55,000 feet at a cruising speed of Mach 1.4, 925 mph—nearly one and a half times the speed of sound, will muffle the sonic boom to more of a “sonic thump”—roughly equivalent to the sound of a car door closing. This will allow the aircraft to operate at supersonic speeds overland and for a longer portion of the transatlantic crossing than Concorde, allowing it to roughly equal that aircraft’s time between New York and Europe despite its lower supersonic cruising speed (Concorde cruised at Mach 2.02, 1,330 mph).
A ban on commercial supersonic flight in U.S. airspace was lifted in June 2025, paving the way for supersonic flights even to destinations not oceans away.
Commercial supersonic aircraft are already in development. Boom Supersonic, a company with firm orders from United Airlines, conducted a supersonic test of its prototype aircraft in January. The aircraft, which Boom calls the Overture, has 15 firm orders from United Airlines “once [it] meets United’s demanding safety, operating, and sustainability requirements.” The aircraft will operate on 100% sustainable aviation fuel (SAF), and is currently estimated to enter service in 2029.
Boom estimates the Overture will slash flight times from Los Angeles to Sydney to just under nine hours—down from 14 and a half hours today. San Francisco to Tokyo will take just 6 1/2 hours—down from 10 1/2 today. Newark, New Jersey, to London, England, will be 3 1/2 hours. Overture, which will carry 60 to 80 passengers, is planned to operate at Mach 1.7, or 1,304 mph, and also has firm orders from American Airlines and Japan Airlines.
Concorde operated without a passenger fatality for 24 years, from 1976 until 2000, when an Air France charter flight crashed soon after takeoff from Paris Charles de Gaulle Airport. The aircraft was grounded for 15 months while modifications were made, then flew for another two years before being retired for commercial reasons.
93% of Pilots Admit to Napping in the Cockpit, Says German Survey
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https://www.fodors.com/news/news/93-of-pilots-admit-to-napping-in-the-cockpit-says-german-survey
According to the pilot union that commissioned the survey, napping appears to have become more routine than intended.
A study by a German pilot’s union indicates napping while on duty in the cockpit of an aircraft may be more common than imagined by the everyday passenger. The study, commissioned by the union Vereinigung Cockpit (VC), which represents pilots for a number of German airlines, indicates that 93% of pilots admitted to napping while on duty, to varying degrees.
European regulators allow pilots to nap during duty periods inflight under specific conditions. A nap period must be planned and agreed upon between the two pilots, take place only during stable, level flight with the autopilot on, with the other pilot aware of the nap and alert that they are the only one monitoring the flight. Cabin crew are often also informed during the procedure.
Cockpit napping is designed to allow for relief of fatigue in a monitored, controlled manner, and is not designed to be a routine occurrence. VC, however, points to the survey results as evidence the practice has become more routine than intended, and calls upon airlines to do more to address pilot fatigue.
It’s worth noting the Federal Aviation Administration (FAA) periodically reviews how regulators of other countries whose airlines operate flights to the United States oversee flight operations, informing Americans if those airlines fail to meet FAA and international oversight standards. All European countries assessed by the FAA routinely meet or exceed these standards.
Pilot fatigue has been a topic in aviation since its earliest days. Sleeping while on duty in cockpits of U.S. certificated airlines has long been prohibited by the FAA, but there were proposals as early as the 1990s that would have allowed napping in situations similar to those currently allowed by European regulators. Pilots in the U.S. during the same decade also admitted to inflight napping, but the FAA has never amended its regulations to allow for napping by on-duty pilots.
There are rest facilities onboard long-haul aircraft, and airlines can stretch duty limitations on pilots on long flights by having them rest onboard while relief crews take monitor the controls. There are specific regulatory carve-outs for onboard rest, and many airlines and pilot’s unions have requirements for onboard rest that exceed regulatory requirements. On most aircraft, pilots are provided with business class seating accommodations or dedicated crew bunks for onboard rest.
Flight attendants are also prohibited from napping while on duty, and airlines often provide similar crew bunk or seating accommodations for onboard rest.
In the U.S., pilot fatigue has long been a hot button issue for regulators and pilot unions, and it was considered a major contributing factor in the crash of Continental Connection/Colgan Air Flight 3407 near Buffalo, New York, in 2009. In that crash, both pilots were fatigued from long cross-country commutes and long duty days without adequate opportunity for rest. Following an investigation, the National Transportation Safety Board (NTSB) ultimately found that while individual pilots are responsible for managing their off-duty time to ensure they report for duty with adequate rest, they also found Colgan Air partially at fault for not proactively addressing the pilot fatigue hazards that contributed to the accident, which killed all 49 passengers and crew onboard. The crash also killed one person on the ground and injured four others.
Following the accident, the FAA increased mandatory time-off and rest periods between flights. There have been two major airline crashes in the United States with fatalities following the Colgan Air crash. One, at Unalaska, Alaska in 2019, did not count pilot fatigue as a factor. The second, near Washington’s Reagan National Airport in January 2025, is still under investigation by the NTSB.
Pilots are expected to decline flight assignments if they feel they are too fatigued to operate the flight safely. Airlines will also cancel or delay flights if they cannot be operated within the FAA’s duty time restrictions.
Court Says Pets Are Baggage, They Are the Same as Suitcases
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https://www.fodors.com/news/news/court-says-pets-are-baggage-they-are-the-same-as-suitcases
"Pets are not excluded from the concept of ‘baggage.’”
The Court of Justice of the European Union (ECJ) ruled last week that pets can be classified as baggage on flights. Europe’s highest court made this judgment in reference to a 2019 incident when a passenger lost her dog while traveling and demanded €5,000 ($5,800) in compensation. With this ruling, airlines are not required to compensate passengers with amounts higher than those set by the Montreal Convention for lost baggage.
On Oct. 22, 2019, a passenger identified as Felicísima was traveling from Buenos Aires to Barcelona with her 6-year-old dog, Mona. Due to her size, Mona was placed in a special crate and was to be transported in cargo. However, Mona escaped while being taken to the plane and was never found. Her owner claimed compensation of €5,000 for the “non-material damage suffered following the loss of her dog.” The flag carrier of Spain, Iberia Airlines, accepted its liability but refused to pay more than the set limit for checked baggage.
A court in Spain examining the claim referred to Europe’s top court to clarify whether pets can be considered baggage. The ECJ said in its written ruling, “pets are not excluded from the concept of ‘baggage.’”
The Luxembourg-based court explained that under the Montreal Convention, airlines transport persons and baggage. “The concept of ‘persons’ corresponds to that of ‘passengers,’ with the result that a pet cannot be considered to be a ‘passenger.’ Consequently, for the purposes of air travel, a pet falls within the concept of ‘baggage’ and the compensation for the damage resulting from the loss of a pet is subject to the liability rules for baggage.”
According to the Montreal Convention, the maximum liability for an airline for lost baggage is 1,519 Special Drawing Rights (approximately $2,175). The original case entitled Felicísima to compensation of €1,578.82 ($1,833) for the loss of her dog since she did not make a special declaration.
The ECJ also stated, “The Court notes that, in the absence of any special declaration of interest in delivery at destination, the limit on an air carrier’s liability for the loss of baggage includes non-material damage as well as material damage.” Without a declaration, an airline is not required to provide higher compensation.
However, her lawyer, Carlos Villacorta Salis, said that the argument was false since no airline would allow a passenger to make such a declaration for a pet. He added, “I believe that a great opportunity has been missed to continue raising awareness of the rights of animals and the people who care for them. Ultimately, the ECJ considers that pets do not deserve special or enhanced legal protection compared to a simple suitcase.”
Similar incidents have occurred in the past. In 2023, a Delta passenger was flying with her 6-year-old chihuahua, Maia, from the Dominican Republic to California when she was denied entry in Atlanta during her layover. She was deported the following day, but during her overnight detention, she was separated from Maia, and although told they would be reunited, Maia never made it onto her flight. Three weeks later, Maia was found safe near the cargo facilities at the airport and made it back home.
In the United States, the rules for traveling with pets have changed in recent years. In 2020, the Department of Transportation ruled that emotional support animals would be treated as pets and would not be considered service animals. This change aimed to reduce the number of passengers bringing pigs, birds, and miniature horses onboard.
Airlines have also set limits for pets. Travelers can bring their pets, but depending on size and weight, pets may not be allowed in the cabin. It is important to confirm what is allowed before booking tickets. Book your spot in advance and review the pet regulations for international destinations, as they may differ from U.S. rules.
The Centers for Disease Control and Prevention has guidelines for bringing pets into the United States. If you are bringing your dog from a low-rabies-risk country, you need a CDC Dog Import Form. In addition, your dog should be microchipped, healthy, and at least six months old at the time of return. If you are returning from a high-rabies-risk country, you will also need the Certification of U.S.-issued Rabies Vaccination form along with the CDC Dog Import Form. The rabies vaccination form must be filled out by a veterinarian before you depart.
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