In the past several decades, airlines disrupted by deregulation, low yields, excess capacity and soaring fuel prices, from time to time have filed for protection from their creditors, thanks to the celebrated U.S. Chapter 11 bankruptcy protection or similar provision in other countries. Then usually they implemented a cost-savings plan, reinforced by job cuts and elimination of unprofitable routes, in preparation for a new start. This was the airline industry's routine, in a slowly evolving context.

A decade of wake turbulence research, analysis and testing by aviation authorities, academia and industry already is finally paying concrete dividends in Memphis. Starting at 6 a.m. on Nov. 2, Memphis (Tenn.) International Airport and its chief tenant, FedEx, began using the FAA's re-categorized wake turbulence separation criteria (Recat) for all airport operations.

Decisions that determine whether a program can be successful are often made before the contract is even won. But conceptual design is still more art than science, practiced by talented engineers without the sophisticated, integrated tools available for development and manufacturing.

As its customers prepare for a big shift to satellite navigation, Boeing has brought larger-format, 787-style electronic instrument displays to the 737 MAX's cockpit, enabling easier upgrades as airlines adapt to evolving air traffic control requirements.

Meanwhile, Boeing quietly moves toward a double-stretched 787.

Research into alternative jet fuels grabs the headlines. Delta Air Lines, justifiably, is drawing a lot of attention for its decision to acquire an oil refinery to alleviate the rising cost of jet fuel (AW&ST May 7, p. 24).

That Bombardier's CSeries would not fly this year, as promised, has been the expectation of essentially the entire aerospace industry—except for the manufacturer. Now Bombardier has finally acknowledged the aircraft will not take off on its initial flight before the end of June 2013, but the reasons remain cloudy.

SAS has been one of the world's best-known airline brands for decades, but if the carrier does not succeed in a quick turnaround, it could soon be gone forever. CEO Rickard Gustafson pointed out in a dramatic statement last week that “the company's existence is dependent” on the fast implementation of its latest restructuring plan. The board was due to convene for an extraordinary meeting on Nov. 18 for final approval of the plan.