Any "Latest & Greatest" about Delta?
08-22-2011 | 06:36 AM
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From: Light Chop
08-22-2011 | 06:37 AM
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From: Light Chop
08-22-2011 | 06:39 AM
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From: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
Yep, 739s is what bloomberg is saying. Hopefully this is someone talking out of hand and isn't exactly in the know because this would to me be very disappointing.
The 737-900?
Well let's talk about the pro's. It's a narrow seating aircraft so it's really great for small people. It's low riding, which means there is no room for engine improvement. It's very long, so it takes forever to get off of and it's limited due to tail strikes on rotation. It has a cockpit that complies with SWA demands to have commonality with a 30 year old design. It's a longer version of an airplane we stopped ordering.
It will replace the 757.
Blah.
Two thumbs down.
The 737-900?
Well let's talk about the pro's. It's a narrow seating aircraft so it's really great for small people. It's low riding, which means there is no room for engine improvement. It's very long, so it takes forever to get off of and it's limited due to tail strikes on rotation. It has a cockpit that complies with SWA demands to have commonality with a 30 year old design. It's a longer version of an airplane we stopped ordering.
It will replace the 757.
Blah.
Two thumbs down.
- Saves the "redundant" brakes and tires the 757 uses to get stopped
- Easy to perform V1 cuts with a rotation speed near cruise speed
- Never exceeds 4 degrees nose up, or 2 degrees nose down, for the pitch adverse
- Engines could be managed with a single pole switch, full power & off
- Too much airplane on too little wing makes for a comfortable transition for Douglas drivers
- RJ like cabin accommodations make our product more "seamless"
- Airspace is less crowded in the low to mid 20's, where this airplane reaches it apogee. There are fewer turbocharged Cessna aircraft to get in the way (their new product line all outperfoms this jet)
- Less opportunity for confusion on the ground. This airplane only has to find its way to the "longest available."
08-22-2011 | 06:42 AM
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From: 737A
A while back on a very early flight I listened to a minute long speech to ATC from a CAL guy explaining why it was taking him so long to get to altitude in his shiny new -900. Apparently it's ridiculously underpowered. I was on one on a mil charter from Vegas to SC a few years ago. We did a fuel stop in Texas! Must have been some extenuating circumstance that I didn't know about in that case, but it still sounds like a pretty poor 757 replacement.
08-22-2011 | 06:42 AM
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From: Light Chop
Advantages of the 737-900.
- Saves the "redundant" brakes and tires the 757 uses to get stopped
- Easy to perform V1 cuts with a rotation speed near cruise speed
- Never exceeds 4 degrees nose up, or 2 degrees nose down, for the pitch adverse
- Engines could be managed with a single pole switch, full power & off
- Too much airplane on too little wing makes for a comfortable transition for Douglas drivers
- RJ like cabin accommodations make our product more "seamless"
- Airspace is less crowded in the low to mid 20's, where this airplane reaches it apogee. There are fewer turbocharged Cessna aircraft to get in the way (their new product line all outperfoms this jet)
- Less opportunity for confusion on the ground. This airplane only has to find its way to the "longest available."
Bar gets an A.
08-22-2011 | 06:44 AM
Can't abide NAI
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From: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
That's the philosophy behind the 737 NG. The 757 was "too good" and as a result "too expensive." Now it is on its' way to being a legend like the L1011. (or the F4 before that) Something we will annoy our First Officers by talking about ... .
08-22-2011 | 06:45 AM
seeing the country...
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From: 73N A
- Rotation speeds identical, if not higher than the B767-300ER speeds that crews will be transitioning from.
- A crew rest seat that makes the B757-200ER seat look comfortable
- Easier SLI with AK as "we both fly the same aircraft"
I can't get it to embed: Video of Trump's B757: Mr. Trump's 757 - YouTube
08-22-2011 | 06:48 AM
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From: Light Chop
The 717 would trump the E190 (it sounds like from our JB friends) but I'll take the E190 as a plan B. But the cabin alone on the E190 would be the best in the airline if we ordered it.
The best part is the 717s and E190s could show up in 2012 without a problem.
Plan C would be the C-Series. I just wish it existed right now and could roll in 2012 and be everything they promise. Because if it is, it'd be a great long term plane.
08-22-2011 | 06:50 AM
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From: Light Chop
Thats part one, part two to come soon for airbus
On a side note, look at this -900....
Photos: Boeing 737-990 Aircraft Pictures | Airliners.net
On a side note, look at this -900....
Photos: Boeing 737-990 Aircraft Pictures | Airliners.net
-i know, just saying at first glance-
08-22-2011 | 06:51 AM
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From: DAL FO
At least this thread is interesting again. I'd rather hear about new airplanes any day than hear more squawking about DALPA vs. DPA.
FWIW, I'd much rather see an Airbus order myself. Boeing has milked the "most successful" commercial aircraft for a little too long in my opinion.
Any aircraft that requires TWO tailstrike indicators has been stretched just a little too much (Plus the Airbus cockpit is WAAAAY more comfortable)
FWIW, I'd much rather see an Airbus order myself. Boeing has milked the "most successful" commercial aircraft for a little too long in my opinion.
Any aircraft that requires TWO tailstrike indicators has been stretched just a little too much (Plus the Airbus cockpit is WAAAAY more comfortable)
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