Any "Latest & Greatest" about Delta?
12-20-2010 | 01:15 AM
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12-20-2010 | 03:51 AM
Back on TDY
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From: 747-400 Captain
Carl
12-20-2010 | 05:34 AM
Can't abide NAI
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From: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
Also, where will fuel be in the late 20 teens? All signs point to nowhere for crude to go but up on a multitude of fronts from currency devaluation to global demand to geo-political restrictions to self imposed carbon based wealth redistribution schemes to name a few. Can we afford to sit on the sidelines and pass up 15% in the hopes that yet another paperware/vaporware jet to be named later comes along...and for what...that additional 5%, maybe?
12-20-2010 | 06:23 AM
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From: A-320A
There is no 757 replacement. Nothing comes close to payload/range
But as much as we might be fans of the 757 it's days in domestic service are numbered.
The ETOPS 757 on the other hand will remain in DALs fleet in niche transatlantic service for the next 10-15 years.
The 321neo is a gamechanger....
The 321 with sharklets already offers a 17%/seat fuel burn advantage over the existing 757-200; that's already massive.
The 320neo family will offer an additional 10-16% improvement over that with the PTW1000 (GTF) or the CFM LEAP-X.
The 321neo will offer a nearly 30% fuel burn advantage/seat over the existing 757, this is a no-brainer, there is no need to wait for a clean sheet design.
The 321neo with sharklets can do full payload trans-cons and Hawaii from the West coast, it is a game changer.
In addition the MRO expenses on the 321 are not much over the existing 320 family below the 757, offering additional savings.
Why should all this matter to us as a pilot group?
It's not about Boeing vs Airbus as much as it's about shifting a significant portion of the 7ER flying to the lower rungs of the payscale.
The 7ER category will shrink significantly with the introduction of the 321neo. I only bring this up because as a pilot group we need to be aware of this big shift that is coming our way.
I wouldn't hold my breath on the C-series, the fuselage is still aluminum and the wing composite, It's not that much different from existing designs and will be capital-intensive for the mission it serves, that's why DAL is getting MD90s...
Cheers
George
But as much as we might be fans of the 757 it's days in domestic service are numbered.
The ETOPS 757 on the other hand will remain in DALs fleet in niche transatlantic service for the next 10-15 years.
The 321neo is a gamechanger....
The 321 with sharklets already offers a 17%/seat fuel burn advantage over the existing 757-200; that's already massive.
The 320neo family will offer an additional 10-16% improvement over that with the PTW1000 (GTF) or the CFM LEAP-X.
The 321neo will offer a nearly 30% fuel burn advantage/seat over the existing 757, this is a no-brainer, there is no need to wait for a clean sheet design.
The 321neo with sharklets can do full payload trans-cons and Hawaii from the West coast, it is a game changer.
In addition the MRO expenses on the 321 are not much over the existing 320 family below the 757, offering additional savings.
Why should all this matter to us as a pilot group?
It's not about Boeing vs Airbus as much as it's about shifting a significant portion of the 7ER flying to the lower rungs of the payscale.
The 7ER category will shrink significantly with the introduction of the 321neo. I only bring this up because as a pilot group we need to be aware of this big shift that is coming our way.
I wouldn't hold my breath on the C-series, the fuselage is still aluminum and the wing composite, It's not that much different from existing designs and will be capital-intensive for the mission it serves, that's why DAL is getting MD90s...
Cheers
George
I agree on the 321. It will make the 757 a niche aircraft to those high hot airport. I do agree that the 757 will never be revived, but one can dream!
The nice thing about the 757 is that we fly so many of them that the pilots can do a wide variety of missions.
Also we have a precedence in pay rates. They bring the 321 on, it will require a sub category override or a blended rate that the 73N 320, DC-9 and 7ER now have. I am sure the MD's will be the end of the next contract as well. The point is that we have that practice on our side.
Like I said, I would floored to see DAL sign on to a huge NB order that would total replace a fleet with a large number of deliveries prior to 2020. If anything we may see this stuff start arriving in 2015 and beyond.
We may see a C-Series size small order, and a large jet order, but the MD-90's will be a band aid until DAL is 1005 willing to commit the capex on a brand new fleet. You do make a good point that if the 321, and 320Neo are bought, the savings may be enough for DAL to wait until the true next gen stuff is proven to be workable. I do admit that is RA's way. I just do not think the 757's will be replaced on a large scale.
If they go this way, they will probably start with 320 replacement and then move in to 757 replacement as time moves on. That makes more sense to me.
12-20-2010 | 07:02 AM
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Not quite. The reason they go to a higher voltage (240 vs 120) is so that they can deliver greater power (watts) on the same wire or the same power on smaller (ie. lighter) wire. You can deliver the same power at 240 volts as you can with 120 volts but with 240 you would need half the required current. The two big players when it comes to electrical heat generation are current and resistance (W = I2 x R). The big demand on higher voltage systems comes down to adequate insulation of conductors, etc.
Now in the case of a relay, true, the higher voltage can lead to greater arcing between the contacts, which in turn can lead to carbon build up and increased resistance. But, the heat generated across that resistance will still only depend on the current flowing across the resistance. One the circuit is made, the actual voltage that the relay is operating at becomes pretty much a non issue.
If you had said that at any fixed resistance, an increase in the voltage would result in an increase in current and therefore heat, you would be spot on. But an increase in resistance for any fixed voltage (wether it be 120 volts, 240 volts or 2400 volts) actually results in a decrease in current and a corresponding decrease in heat (ohms law, I = E/R. As R gets bigger, I, current, gets smaller)
I'm not an electrical engineer, but I did stay at a Holiday Inn Express last night.
Now in the case of a relay, true, the higher voltage can lead to greater arcing between the contacts, which in turn can lead to carbon build up and increased resistance. But, the heat generated across that resistance will still only depend on the current flowing across the resistance. One the circuit is made, the actual voltage that the relay is operating at becomes pretty much a non issue.
If you had said that at any fixed resistance, an increase in the voltage would result in an increase in current and therefore heat, you would be spot on. But an increase in resistance for any fixed voltage (wether it be 120 volts, 240 volts or 2400 volts) actually results in a decrease in current and a corresponding decrease in heat (ohms law, I = E/R. As R gets bigger, I, current, gets smaller)
I'm not an electrical engineer, but I did stay at a Holiday Inn Express last night.
Any indication of them considering this?
Toyota Prius from Wikipedia:
Electromagnetic (radiation) field levels
The Prius has been known to emit excessively high electromagnetic fields.
ICNIRP guidelines stipulate that the maximum long term exposure should not exceed 1mG but the Prius measures higher than 24mG in some locations, such as the rear right seat.[45] ICNIRP guidelines are not law in many (if any) countries.
The World Health Organization in conjunction with the ICNIRP conducted a study and found levels above 3mG contribute to a child's risk of developing leukemia.[46] At 12mG, the electromagnetic radiation is so strong it's able to block the body's ability to inhibit cancers (in this case breast cancer) using melatonin.[47]
The Toyota Prius exceeds 12mG (up to 24mG) in some areas of the cabin. However Toyota claims that the Prius emits similar fields to conventional gasoline vehicles.[48] The high voltage power cable from the traction battery and the forward electric drive motor/generator passes directly under the drivers seat.[49]
The Prius has been known to emit excessively high electromagnetic fields.
ICNIRP guidelines stipulate that the maximum long term exposure should not exceed 1mG but the Prius measures higher than 24mG in some locations, such as the rear right seat.[45] ICNIRP guidelines are not law in many (if any) countries.
The World Health Organization in conjunction with the ICNIRP conducted a study and found levels above 3mG contribute to a child's risk of developing leukemia.[46] At 12mG, the electromagnetic radiation is so strong it's able to block the body's ability to inhibit cancers (in this case breast cancer) using melatonin.[47]
The Toyota Prius exceeds 12mG (up to 24mG) in some areas of the cabin. However Toyota claims that the Prius emits similar fields to conventional gasoline vehicles.[48] The high voltage power cable from the traction battery and the forward electric drive motor/generator passes directly under the drivers seat.[49]
PS Prius system is only 210V.
12-20-2010 | 07:06 AM
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From: Boeing Hearing and Ergonomics Lab Rat, Night Shift
Wow, LHR just went all 767-400ER, every flight.
Cheers
George
ATL–LHR 11 weekly now all 767-400ER, replacing 7 weekly -400ER and 4 weekly -300ER
BOS–LHR, NEW 2 Daily from 27MAR11 now 767-400ER, replacing planned -300ER
DTW–LHR 10 weekly now all 767-400ER, replacing 7 weekly -400ER and 3 weekly -300ER
MIA–LHR, NEW from 27MAR11 now 767-400ER, replacing planned -300ER
MSP–LHR 1 Daily continues 767-400ER operation
JFK–LHR 3 Daily continues 767-400ER operation
BOS–LHR, NEW 2 Daily from 27MAR11 now 767-400ER, replacing planned -300ER
DTW–LHR 10 weekly now all 767-400ER, replacing 7 weekly -400ER and 3 weekly -300ER
MIA–LHR, NEW from 27MAR11 now 767-400ER, replacing planned -300ER
MSP–LHR 1 Daily continues 767-400ER operation
JFK–LHR 3 Daily continues 767-400ER operation
George
Last edited by georgetg; 12-20-2010 at 07:14 AM. Reason: sentences too long
12-20-2010 | 07:06 AM
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12-20-2010 | 07:50 AM
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From: Boeing Hearing and Ergonomics Lab Rat, Night Shift
I am all for something similar to the small narrowbody, large narrowbody, widebody, premium widebody, and SUPER premium widebody ( )... (note there is no such thing as a small widebody!).
Or perhaps short range narrowbody, long range narrowbody, short range widebody, long range widebody, ULR widebody??
)... (note there is no such thing as a small widebody!). Or perhaps short range narrowbody, long range narrowbody, short range widebody, long range widebody, ULR widebody??
Call it lifestyle pay ;-)
(The junior ER guys can explain...)
Cheers
George
12-20-2010 | 07:52 AM
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From: 767er Captain
12-20-2010 | 07:57 AM
No longer cares
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From: 767er Captain
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