gilbarco

I saw 831 in revenue service this morning, I believe running a 201.

Likely keeping them parked until demand increases again once we are past the pandemic.

The grounding of the MAX 8 and MAX 9 boil down to the actual plane itself, and specifically, a system known as the Maneuvering Characteristics Augmentation System (MCAS). A bit of backstory on the MAX planes. In 2010, competitor Airbus launched a new version of their A320, direct competitor to the 737. The A320Neo had a huge improvement in fuel efficiency over previous models. Not wanting to be left in the dust, Boeing began development of their competing offering. A series of decisions led to the choice of the LEAP 1-B, which by the time production models came around, had grown even more in size than their already oversized for the 737 form when the MAXes were under development. https://en.wikipedia.org/wiki/Boeing_737_MAX Because the engines were oversized, and not designed for the old (1968) original design of the 737, they had to make it fit: move it forward and higher than other engines used in the past. Of course, this led to a change in dynamics, causing the plane to pitch. Enter the MCAS. This is software designed to compensate for this characteristic, and when operating as designed, is supposed to make the plane feel and handle like previous generations of 737. Boeing originally didn't even document the existence of this system to end users. This system is not an autopilot, but runs all the time in the background. It is apparently not intuitive how to turn it off, and can even override a pilot pulling on the yoke. Speculation for both crashes is that the system repeatedly put the planes into a nose down situation shortly after take off, and the pilots continually wrestled with it, trying to bring the nose back up, with the system ultimately prevailing in both cases. Similar instances have occurred where experienced pilots who knew how to override the system and had the presence of mind to do so have also been apparently documented. https://www.theatlantic.com/notes/2019/03/heres-what-was-on-the-record-about-problems-with-the-737-max/584791/ Though discrepancies in pilot training and experience from what we would expect in Canada versus those of the pilots of the two aircraft that crashed exist, I suspect that those are relatively minor factors in why the two planes ended up crashing. Evidence seems to strongly suggest the MCAS is to blame, and hopefully, through complete investigations of both crashes, and independent investigation into the operation of the MCAS will lead to answers. In the words of one of the pilots, "The fact that this airplane requires such jury rigging to fly is a red flag. Now we know the systems employed are error prone — even if the pilots aren’t sure what those systems are, what redundancies are in place, and failure modes."

Does anyone know what is happening with the delivery of the BYD buses?

I'm staying in Cold Lake and I have seen several times 5008 and 5009 running, usually in close proximity to each other by the Tricity Mall. I did see a yard of several other Classics that look like they might be parts buses.

Saw it around 5pm on McKenney Ave in St. Albert. Only caught a side view of it and did a double take since I wasn't aware of it being here. If the model is XE40, then if they ever made it into a trolley, what would the model be then?

I just spotted 4495 with what appears to be retrofit LED headlights like the CMBC buses in Vancouver have.

Last Thursday, I spotted 881 in the new StAT livery. This was the bus involved in the single vehicle crash in a residential neighbourhood.

Yes, I do seem to recall that is stated on the system maps/schedules at the stations. My experience for the very few times I've used the trains during peak is that the reality seems to be pushing 10 minutes. Maybe my luck, always using them on their "bad" days, but even 5 minutes during peak seems a bit on the long side. I know it comes down to operating costs, and justifying it from a revenue standpoint, not to mention the limitations of the fleet size. Another plus in favour of the automated SkyTrain type systems though: fleet size and train operating costs are the only limiting factors for frequency. FTEs aren't a consideration the way they are in driver operated systems.

Milan, I believe. And from what I had heard, they weren't going to use LIMs, but conventional traction motors. The story was Bombardier (think that's who owned the rights to the technology at that point) had the order cancelled on them after they had built the bodies. Milan ended up going with another vendor. These bodies were then offered for SkyTrain at a reduced price, and otherwise fitted up the way the other Mark Is were. Nice to see these old trains given some new life, and they look sharp after the new interiors and paint jobs. I remember riding the "test" trains back some time in 1984 or 1985, which did a short public demonstration run from the Main Street station and along Terminal Ave. Think those had orange interiors, and carpet flooring. In the late 1990s until the early to mid-2000s, I think I've ridden on every Mark I that was in revenue service. Love their distinctive sounds, and can still recall them to this day, even though it's been years since I've been on one. Probably. Definitely better than the Edmonton LRT. I grew up spoiled with the SkyTrain headways, never more than a 2 minute wait in rush hour. The 10 minutes +/- here during rush hour on the LRT I find unbearable. Trains are supposed to be a fast mode of transportation. And then you end up losing a lot of that time advantage just waiting for one to even arrive.

Now that street view is live for Argentina, I've found two former Vancouver Flyer trolley buses plying the streets of Mendoza, looking quite happy: -32.904218,-68.842907 -32.92051,-68.847356 Any idea what either of these units were numbered in Vancouver?

I'm on 826 right now, and here are some observations: - stanchions are the same as in other St Albert artics - overhead lights/ad holders like in the new ETS D60LFR4n fluouresent lights not LED - handles on seat backs appear to be stainless steel and not galvanized like the older D60LFRs - blue stickers with white text along the pull cord length stating "PULL CORD TO SIGNAL DRIVER TO STOP" - rear doors have stickers stating "EXIT DOOR WAIT FOR LIGHT, THEN TOUCH TAPE TO OPEN" - interior doorway lighting, and stepwell for back of bus are LED like other newer StAT buses - overhead by the artic joint have yellow warning stickers "CAUTION PLEASE HOLD ON WHILE THE BUS IS IN MOTION. ALWAYS BE PREPARED FOR SUDDEN STOPS"

Spotted 826 in an Edmonton bound bay at Village Tree. The HVAC units resemble the older DF60LF®s in the fleet.

Didn't notice what the rooftop HVAC looked like. By the time it registered in my mind what I saw, I was long past the bus. I will definitely keep my eye out for it, and it's likely I'll ride it soon. Didn't notice what the rooftop HVAC looked like. By the time it registered in my mind what I saw, I was long past the bus. I will definitely keep my eye out for it, and it's likely I'll ride it soon.

Just spotted a brand new D60LFR on 109 Street facing southbound, waiting to go on a run downtown. Fleet number is 825. Headlights had a bluish tinge, so either LED or HID, and face is the same style as the ETS. D60LFRs. If I recall, there should be another one of these coming soon if it isn't already here. Just spotted a brand new D60LFR on 109 Street facing southbound, waiting to go on a run downtown. Fleet number is 825. Headlights had a bluish tinge, so either LED or HID, and face is the same style as the ETS. D60LFRs. If I recall, there should be another one of these coming soon if it isn't already here.