Nothing to see here, move on ....



... semi officially, nothing to see here. No reason for the Alaska pilots to specifically scope their 737's to keep islanders from invading ...

 

Dang there is a lot going on there... what is up with the A320 winglets on a long range jet?

MD11/MD12-undeveloped models

Aw The Dude, you've got to post that in full:

1989: Delta Announces Purchases of McDonnell Douglas, Boeing Jets
Associated Press
Nov. 15, 1989 9:27 AM ET

ATLANTA (AP) _ Delta Air Lines will buy up to 260 new jets from McDonnell Douglas Corp. and Boeing Co. in a transaction valued at more than $10 billion, the carrier announced.
The planned purchases of MD-90s and Boeing 737-300s over the next 11 years is in addition to $13 billion in orders announced previously. Delta now has 519 new jets on order as part of its drive to expand service and replace older aircraft.

Atlanta-based Delta ordered 50 Boeing 120-passenger 737-300 jets and took options for 50 more. The first planes arrive in 1993.

Delta ordered 50 of McDonnell Douglas Corp.'s new 150-seat MD-90 jets and took options to buy 110 more. But 60 of those options were originally placed last year for MD-88 aircraft and converted Tuesday to MD-90 options, Delta said.

Deliveries begin in 1994.

A year ago Delta ordered $10 billion worth of mostly international-range jets for expansion in Asia and Europe.

In all, Delta now has 182 orders and 337 options for new jets worth $23 billion. ''Delta is putting a lot of financial effort into keeping a modern, efficient fleet as we continue to grow,'' Chairman Ronald W. Allen said at a news conference Tuesday.

Allen said Delta expects to expand capacity by 5 percent to 7 percent per year over the next decade.

Delta has the youngest fleet of any major U.S. carrier, and Allen said the airline hopes to maintain an average aircraft age of about 8 years by retiring older DC-9s, Boeing 727s and 737s.

''This will give Delta the ability to go either into a heavy fleet replacement program or, depending on the market, a heavy growth plan,'' said Paul Karos of First Boston Corp. Allen said Delta expects to pay for the new planes primarily with operating revenues. He said the airline, which earned a record $460.9 million last fiscal year, is committed to keeping its debt low.

Allen said the purchases won't mean fare increases because a modern fleet saves money in the long run. ''I don't think our fare increases will exceed the consumer price index in coming years,'' he said.

The MD-90s have a list price of $40 million each, while 737-300s cost about $29 million each. Allen declined to say how much of a discount Delta will get. He also wouldn't say how much of a down payment Delta must make.

The MD-90 is an updated version of McDonnell-Douglas's popular MD-80 series jet. It is five feet longer than the MD-88, with eight more seats, and has quieter, more fuel-efficient engines. Delta is the first to order an MD-90.

Allen said the 737-300s will have 120 seats - eight fewer than the 13 737-300s Delta already has. With fewer seats, there will be more leg room and bigger galleys and closets.

.....

That's entertaining. We were able to retire the 727s and 737s almost 15 years later and have been trying to retire older DC-9s ever since.

 

I thought they all did it at G/S capture, including the Douglas. Of course the Flight Director in the Douglas is more a vague suggestion and it's mostly hidden behind the yoke. Mostly we fly by Braille. When you feel a bump, figure out "what was that !?!" then either turn climb, or stop, based on where it sounded like the impact came from.

 

Should have seen the original post ...chickened out, people have been fired for less.

 

Yep 24 years after the announced retirement of the DC9's, they're still here.

I really hope some mechanics get the aircraft together for a Douglas family photo before they actually retire the thing.

 

The 737NG. What a glorious design....

 

I don't think I've ever flown a Douglas with the RA out so I don't know for sure.

But your MEL says no autothrottles or flight director for approach and landing and FD is lost at GS capture. You have 2 and require 1. You hand fly it.

Our says the autothrottles and flight director weren't really receiving inputs from anything to begin with and therefore 0 are required for dispatch and no restriction on autothrottles or flight directors. We would keep the autopilot on and try to figure out a way to VNAV it. Maybe borrow the ILS to do an NDB approach or something.

 

I thought Douglas VNAV was an NDB and the ability to rapidly calculate 300 ft / NM based on 3 miles per minute, you mean it isn't? Isn't the standard way to change frequencies to tower; "sorry, was that a problem for you ?"

The beauty of the 737 system is that if the FO's RA is out the Captain and LCA still have the left side and the HUGS, so they sit over there and critique the FO's hand flying to SA CATIII standards at 02:30 in the morning after a runway change 6 miles from the airport (or at least that's my experience with it).

 

If the altitude restriction is 19,000-23,000 AT 280, the MD-90 will cross it at 23,250 and 330 and after it passes go to 280. And don't even get me started on that dumb Freedom arrival to DCA from DTW.

 

The Douglas logo was inspired by an MD product attempting to meet a crossing restriction while slowing down.


The next nutjob member of the press who writes an advocacy piece for the "Autonomous Airliners of the Future" really should be strapped to a Douglas jet.