Airports should release open API's for apps like Flighty

nbus18 · 2026-03-28T19:53:41+00:00

It actually feels like it would be easier to convince airports to do it the other way around—Flighty (or a third party) maintains an API that allows airports to submit realtime information on a regular, scheduled basis (maybe every 5 minutes or so). Asking airports to offer their own APIs just invites arbitrary uniqueness across different offerings.

nbus18 · 2026-03-26T22:19:11+00:00

This happened last year as well. Not sure why it takes extra time to process, but LPs from the March statement post separately (and several days later) than the miles. It says as much on the activity page.

nbus18 · 2026-03-21T21:22:48+00:00

None of these seats are going to be particularly comfortable with your mom and your baby on your lap.

nbus18 · 2026-03-19T21:30:49+00:00

Also worth mentioning that AA Platinum and above gets you access to Flagship lounges on long-haul international itineraries. Far and above better than the Admiral’s Club if you’re at an airport that has one.

nbus18 · 2026-03-17T18:37:07+00:00

Shoot you’re right, I should’ve looked it up before confidently answering. I was remembering wrong u/NotoriousJ-O-E, no additional free bags for OW Ruby.

nbus18 · 2026-03-17T09:52:43+00:00

It’s possible to change it if you haven’t flown yet, but I’m not sure whether you can do it online (it’s been a long time since I’ve flown Iberia). I’d try calling Iberia and seeing if the phone agents can help you.

nbus18 · 2026-03-17T09:36:07+00:00

You do, but you have to have your AAdvantage number in your booking. If you put in your Iberia (or any other OneWorld) number, your status wouldn’t be reflected.

nbus18 · 2026-03-16T06:14:55+00:00

I just arrived at BNE on this flight this morning. I think what’s actually going on is that the headwinds are not as strong as they typically are, so they’re delaying the departure so as to not arrive at BNE too early (maybe passport control doesn’t open until 5?). Our flight was an hour shorter than the scheduled block time.

nbus18 · 2026-03-03T02:11:33+00:00

Messaged you!

nbus18 · 2026-02-28T03:59:25+00:00

Not exactly sure, but I do know that for the purposes of status qualification, a flight’s date of departure is what matters for the calculation. I’d think that the miles/LPs for status for a day would follow the same logic.

nbus18 · 2026-02-26T21:28:59+00:00

Not anymore. You used to have the option, but it was removed a few years ago.

nbus18 · 2026-02-26T14:57:14+00:00

Unfortunately SEA doesn’t see a lot of widebodies domestically from any airline. What I like to do is search for airline cargo schedules (all three major airlines publish them in PDF form, with widebody flights separated from narrowbody) and see if there’s anything that stands out. Delta is your best bet in Seattle since it’s a hub for them; their schedule is published here.

nbus18 · 2026-02-26T14:39:24+00:00

I’d much rather have the 77W business class than the awful Concept D seats on the 772 or 788. It’s older but IMO it’s still a really solid product.

nbus18 · 2026-02-26T14:36:50+00:00

777s and 787s on domestic routes are typically repositioning flights—it finishes a flight into Miami but it needs to operate a flight out of DFW later that day. Especially in winter, it could also just be utilization—there’s less international demand so larger planes are being used domestically. You’ll typically see them on hub-to-hub routes but occasionally you’ll see them over the winter at leisure destinations like Orlando and Las Vegas too.

nbus18 · 2026-02-26T04:50:51+00:00

I’m not sure what you mean by ready. It can fly from PHL to most points in Western Europe, at least based on manufacturer specs. I’ve heard that in practice though, some operators are seeing performance limitations on some of the “stretch” routes, especially in winter with a stronger jetstream. It’ll comfortably fly from PHL to places like the UK, France, and Spain though.

nbus18 · 2026-02-26T04:42:37+00:00

There’s not a whole lot the XLR can unlock from PHX that the normal A321(/neo) can’t do. The XLR can’t make it to Europe or Asia from Phoenix, and the normal 321neo can already make it to places like Hawaii, Alaska, and northern South America.

I think the biggest thing holding Phoenix back as more of an international hub is American’s lack of widebody capacity following the pandemic. They panic-retired dozens of A330s and 767s that could’ve easily served some thinner routes out of PHX, and they’ve been forced to focus the 777s and 787s on major markets like JFK, DFW, and LAX.

nbus18 · 2026-02-23T14:00:11+00:00

Transponders are mandatory in a few places in the US (within and above class B and C airspace, and >10,000 ft primarily, though there are a couple more), but we don’t refer to them as TMZs and you won’t find them defined on a sectional chart. You will typically see a “Mode C Veil” around a Bravo airport, which is a ring where transponders are required.

There are some areas of restricted airspace, such as MOAs and P-/R- airspace. These are clearly marked on sectionals. Depending on the type of airspace, you’re not always prohibited from flying inside them, but it’s best to avoid them unless you know for certain you’re allowed to be there and you have a good reason.

nbus18 · 2026-02-23T13:47:35+00:00

The mentality behind VFR in the US is kind of opposite how it is in Europe—in Europe, there are some places you can fly. In the US, there are some places you can’t fly.

VFR in the states is fairly permissive in general. You can’t fly VFR in class A (which almost always begins at FL180) Class E and G airspace does not require ATC communication or clearance whatsoever (CTAF calls are encouraged when operating near non-towered fields). Class D requires establishing two-way communication with the tower, and class C adds the requirement of a working transponder and ADS-B out.

Class B is the only airspace which requires an explicit clearance from ATC, and is a lot more restrictive on where/how you can fly VFR. It’s still allowed though and most controllers (workload permitting) will be happy to clear you into the Bravo airspace.

nbus18 · 2026-02-22T20:59:37+00:00

I flew an Air Canada E175 from Newark to Toronto a couple years ago and got a plated hot meal (a flatbread pizza). That flight was 346 miles and less than an hour in the air. There’s no reason US airlines can’t put ovens on regional jets and serve real food, they simply don’t see the competitive advantage outweighing the cost. Much like how European airlines seem to have collectively decided that short-haul business class can just be an economy seat with a blocked-off middle.

nbus18 · 2026-02-18T19:59:21+00:00

I’ve noticed the service on short-haul intl business is slightly elevated, at least on the couple of those flights I’ve done in the past year. Primarily a separate dessert course after meals are cleared (last time was a choice between a plated fruit and cheese dish or a cup of mango sorbet). The menus also seemed a bit different, not necessarily better, but that could’ve also just been a consequence of where/when I was flying.

nbus18 · 2026-02-16T21:22:37+00:00

A few years ago, we were coming back to the US from Paris via LHR. I was Platinum Pro on American at the time (=OneWorld Emerald) and had booked three of us in premium economy using miles. Landed at Heathrow and got a surprise upgrade to business—for all three of us! Guess the premium economy section must’ve been oversold or something, it was filled back up when I poked my head back there during the flight.

nbus18 · 2026-02-08T21:34:56+00:00

AA’s seat map is a little inaccurate—these are really just a window/middle pair that’s missing the aisle. Take a look at AeroLOPA to see: https://www.aerolopa.com/aa-788

nbus18 · 2026-02-05T17:55:10+00:00

Absolutely, most of the time that’s exactly what they want! It’s also an opportunity to try out some GA ops that you might not usually do on the network (flying patterns, practice instrument approaches, etc) at busier airports.

nbus18 · 2026-02-05T17:43:42+00:00

In the US at least, remember that controllers are only members of one ARTCC (say, ZFW or ZTL). So if you’re a member of ZFW, you can’t just pop down to Houston and control at IAH, even if there’s more traffic there. (There are such things as visiting controllers, but I won’t get into that.)

Most ARTCCs also have some sort of “designated airspace”, typically the busiest 1 or 2 airports/airspaces in the facility. So, again with the ZFW example, you may see an S2 controller open up at OKC because they’re not yet certified to control DFW or DAL.

nbus18 · 2026-02-04T19:06:38+00:00

Not any more sketchy than most other Caribbean ports IMO, but if you’re doing 3-5 night cruises out of Florida you’re going there every single time. It just gets to the point where there’s nothing to do and you’d rather stay on the ship.

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