717 phase out?
#101
That tweet also shows that JetBlue dumped 6 A321's. I seriously doubt that is meant to show permanent retirements, but instead probably a temporary operational reduction due the normal post Christmas lull. The AE that closed today is supposed to add 70 717Bs, so it's not like the category is shrinking.
Sent from my SM-N986U using Tapatalk
#102
Gets Weekends Off
Joined APC: Mar 2020
Posts: 537
The Max is stable throughout its flight envelope without MCAS. MCAS was added to insure a common type rating and that there would be no required sim training for transition. The A321NEO on the other hand has actual stability issues in its flight envelope discovered after the Max issues. Currently that’s being managed with CG restrictions however a software fix is in the works. Some operators have to block aft seats.
#103
MCAS was added because the stick force gradient in high power, high alpha situations was not adequate for it to be certified under applicable certification standards. It has nothing to do with a common type rating. Even if it were its own type rating, it would still need MCAS, or an aerodynamic fix, which they couldn’t effectively engineer, so they went with MCAS.
#104
Gets Weekends Off
Joined APC: Dec 2005
Posts: 8,898
MCAS was added because the stick force gradient in high power, high alpha situations was not adequate for it to be certified under applicable certification standards. It has nothing to do with a common type rating. Even if it were its own type rating, it would still need MCAS, or an aerodynamic fix, which they couldn’t effectively engineer, so they went with MCAS.
#105
Gets Weekends Off
Joined APC: May 2012
Posts: 1,126
https://www.seattletimes.com/seattle...st-safeguards/
pretty straightforward article. FAA would require it regardless
pretty straightforward article. FAA would require it regardless
#106
49 Tails going forward per the Fleet LLCA (skyhub)....I am on the fleet and I do not know if the ones that were flown west were the tails that we owned and the remaining are the leases from Boeing or not...
I have flown with a technical pilot on the fleet twice and both times we discussed FMS constraints going forward and the amount of money required to comply with future FAA airspace restrictions...There were also some non-airspace airworthiness directives requiring expensive modifications that probably were not cost effective either...can’t remember what they were.
I have also heard there may be some white-tail MAXs being looked at (amount/timeline UNK)....maybe in conjunction with lease turn-ins?...
I do know that I won’t be told what’s going to happen until it does nor will my opinion be solicited.
I don’t suspect the 717 fleet will be around in the same numbers beyond two years from now...but have zero evidence or sources for that summation.
Sent from my iPhone using Tapatalk
#107
Gets Weekends Off
Joined APC: Apr 2014
Posts: 1,101
49 Tails going forward per the Fleet LLCA (skyhub)....I am on the fleet and I do not know if the ones that were flown west were the tails that we owned and the remaining are the leases from Boeing or not...
I have flown with a technical pilot on the fleet twice and both times we discussed FMS constraints going forward and the amount of money required to comply with future FAA airspace restrictions...There were also some non-airspace airworthiness directives requiring expensive modifications that probably were not cost effective either...can’t remember what they were.
I have also heard there may be some white-tail MAXs being looked at (amount/timeline UNK)....maybe in conjunction with lease turn-ins?...
I do know that I won’t be told what’s going to happen until it does nor will my opinion be solicited.
I don’t suspect the 717 fleet will be around in the same numbers beyond two years from now...but have zero evidence or sources for that summation.
Sent from my iPhone using Tapatalk
I have flown with a technical pilot on the fleet twice and both times we discussed FMS constraints going forward and the amount of money required to comply with future FAA airspace restrictions...There were also some non-airspace airworthiness directives requiring expensive modifications that probably were not cost effective either...can’t remember what they were.
I have also heard there may be some white-tail MAXs being looked at (amount/timeline UNK)....maybe in conjunction with lease turn-ins?...
I do know that I won’t be told what’s going to happen until it does nor will my opinion be solicited.
I don’t suspect the 717 fleet will be around in the same numbers beyond two years from now...but have zero evidence or sources for that summation.
Sent from my iPhone using Tapatalk
#108
Could be seasonal...I used to commute from PNS and we got 7-9 88s daily in the winter...with a mix of 739 and even 757 turns in the summer.
So to go there now (at least turns) to me is indicative of low traffic count.
PHL and ORD...MKE too are maybe from lower loads...
Sent from my iPhone using Tapatalk
#109
Gets Weekends Off
Joined APC: Dec 2005
Posts: 8,898
https://www.seattletimes.com/seattle...st-safeguards/
pretty straightforward article. FAA would require it regardless
pretty straightforward article. FAA would require it regardless
#110
Gets Weekends Off
Joined APC: Oct 2019
Posts: 414
Title 14
Title 14
SECTION 25.203 Stall characteristics.
§ 25.203 Stall characteristics.(a) It must be possible to produce and to correct roll and yaw by unreversed use of the aileron and rudder controls, up to the time the airplane is stalled. No abnormal nose-up pitching may occur. The longitudinal control force must be positive up to and throughout the stall. In addition, it must be possible to promptly prevent stalling and to recover from a stall by normal use of the controls.I am not going to go dragging out the Advisory Circular guidance (AC 25-7D) on flight test. It is written for engineers and basically says stick force per G has to be constant approaching a stall. Because of the bigger engines, they created a lifting force close to stall, in accelerated stall testing. Not high AOA, which is why MCAS is only active with Flaps up. No adverse characteristics with flaps down stalls. MCAS makes the stick force per G constant in accelerated stalls, that is a requirement for Part 25 Aircraft certification, has nothing to do with a common type rating. Common type rating only refers to the amount and type of training required.
The DC-10 and MD-11 do not have the same stall characteristics and they have a common type rating, as do many other aircraft.
Thread
Thread Starter
Forum
Replies
Last Post