Any "Latest & Greatest" about Delta?
08-30-2011 | 08:42 AM
Can't abide NAI
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From: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
This thing looks "spendy"
Cool quotes:
Seems like one answer to the nacelle clearance issue might be to move the engines further out, mid span and increase rudder authority to compensate. The spar could be slightly lighter with the weight more evenly distributed and the power on pitch up which makes takeoff weight a thrust issue on the -700 could be ameliorated. (not that Boein does not already know these things)
Cool quotes:
Boeing has not named the five airlines which have ordered the 496 737RE
Delta Air Lines, which last week ordered 100 Boeing 737-900ERs. Although Delta said then that it wouldn’t place another order for single-aisle jets for at least a year, Deltas is know to be planning an order to replace at least 100 single-aisle jets in the 737-7 seat-capacity range. Alaska Airlines has also indicated its interest in a new version of the 7737.
The new 737 family will be powered by CFM International LEAP-1B engines optimized for the 737. Boeing claims the 737RE will have the lowest operating costs in the single-aisle segment, estimating a 7 per cent advantage over the competing – and extremely fast-selling – Airbus A320neo family, which offer a choice of engine types between the CFM LEAP-1A and the Pratt & Whitney PurePower PW1100G geared turbofan. Deliveries are scheduled to begin in 2017.
Boeing has not offered specific operating-cost comparisons between the 737-7 at the lower end of the 737RE family and the all-new, 110-to-149-seat Bombardier CSeries family. Bombardier claims the CSeries will have operating costs some 20 per cent lower than any comparably sized single-aisle aircraft operating today and at least 10 per cent lower than any re-engined 737 or A320, since these aircraft’s airframes will be based on existing designs and thus are not aerodynamically optimized either in terms of the latest aerodynamic design thinking or in designing the airframes round their new engines. The CSeries will be powered by the PW1500G version of the PurePower PW1000G geared-turbofan family.
The new 737 family will be powered by CFM International LEAP-1B engines optimized for the 737. Boeing claims the 737RE will have the lowest operating costs in the single-aisle segment, estimating a 7 per cent advantage over the competing – and extremely fast-selling – Airbus A320neo family, which offer a choice of engine types between the CFM LEAP-1A and the Pratt & Whitney PurePower PW1100G geared turbofan. Deliveries are scheduled to begin in 2017.
Boeing has not offered specific operating-cost comparisons between the 737-7 at the lower end of the 737RE family and the all-new, 110-to-149-seat Bombardier CSeries family. Bombardier claims the CSeries will have operating costs some 20 per cent lower than any comparably sized single-aisle aircraft operating today and at least 10 per cent lower than any re-engined 737 or A320, since these aircraft’s airframes will be based on existing designs and thus are not aerodynamically optimized either in terms of the latest aerodynamic design thinking or in designing the airframes round their new engines. The CSeries will be powered by the PW1500G version of the PurePower PW1000G geared-turbofan family.
Seems like one answer to the nacelle clearance issue might be to move the engines further out, mid span and increase rudder authority to compensate. The spar could be slightly lighter with the weight more evenly distributed and the power on pitch up which makes takeoff weight a thrust issue on the -700 could be ameliorated. (not that Boein does not already know these things)
08-30-2011 | 08:57 AM
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Bar
Have you thought about being a rep? If your in my base I would back you.
Have you thought about being a rep? If your in my base I would back you.
08-30-2011 | 09:13 AM
Can't abide NAI
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From: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
Nothing compels me to run at the moment because I am confident in those who hold office. We've got an excellent group of Reps working for us now.
Kindly don't take all my carping about past mistakes as complaints about the way things are being done at the moment. We've got a very good crew in command now and a lot of very good guys, like those who participate here on this board, learning and gaining experience for the time when they'll ascend into representational work.
You'd only see me run if I was really scared about where we were heading. Something like the DPA coming into power would be compelling because I'm not sure who else with any experience would be willing to step up.
08-30-2011 | 09:26 AM
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From: Boeing Hearing and Ergonomics Lab Rat, Night Shift
This thing looks "spendy"
Cool quotes:
Seems like one answer to the nacelle clearance issue might be to move the engines further out, mid span and increase rudder authority to compensate. The spar could be slightly lighter with the weight more evenly distributed and the power on pitch up which makes takeoff weight a thrust issue on the -700 could be ameliorated. (not that Boein does not already know these things)
Cool quotes:
Seems like one answer to the nacelle clearance issue might be to move the engines further out, mid span and increase rudder authority to compensate. The spar could be slightly lighter with the weight more evenly distributed and the power on pitch up which makes takeoff weight a thrust issue on the -700 could be ameliorated. (not that Boein does not already know these things)
The fan on the LEAPX 737/8/9 is 66"
The fan on the GTF 32XNEO is 81"
Which one is more efficient?
The re-engined 737-9 is like a Toyota Yaris with a spoiler and 20" tires, I'm glad DAL didn't bite...
The 737-7 might be a contender because the mini-bus is too heavy, even more so with the GTF...
The timing of the current NB order and the timing of end of deliveries makes me think there is a NEO in DAL's future, not a 737RE...
Cheers
George
Last edited by georgetg; 08-30-2011 at 09:50 AM. Reason: spelling comment
08-30-2011 | 09:27 AM
Happy to be here
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From: A-320A
08-30-2011 | 09:28 AM
Happy to be here
Joined: Jun 2006
Posts: 18,563
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From: A-320A
Boeing can't do that on the cheap...you would need a whole new spar, and that would cost beucoup money.
The fan on the LEAPX 737/8/9 is 66"
The fan on the GTF 32XNEO is 81"
Which one is more efficient?
The re-engined 737 is like a Toyota Yaris with a spoiler and 20" tires, I'm glad DAL didn't bite...
The timing of the current NB order and the timing of end of deliveries makes me thing there is a NEO in DAL's future, not a 737RE...
Cheers
George
The fan on the LEAPX 737/8/9 is 66"
The fan on the GTF 32XNEO is 81"
Which one is more efficient?
The re-engined 737 is like a Toyota Yaris with a spoiler and 20" tires, I'm glad DAL didn't bite...
The timing of the current NB order and the timing of end of deliveries makes me thing there is a NEO in DAL's future, not a 737RE...
Cheers
George
08-30-2011 | 09:30 AM
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08-30-2011 | 09:35 AM
No longer cares
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From: 767er Captain
Irops
Why is it that whenever there is an IROPS situation, that skeds will split, no op, change or otherwise mangle rotations and then deadhead an ATL pilot on the front AND back end to cover those rotations when they could easily be done with an in-base pilot? (Sorry for the run-on) It seems that in the last couple of days, there were (for example) a trip that had one leg from BOS-JFK that was staffed from ATL. Unless something has changed, we have practically hourly service from NY to BOS, and since JFK was the goal of the coverage, skeds just bypassed common sense and went straight to panic mode and covered it our of ATL. It really kind of sucks because with a very cursory look at a few randomly chosen days through August, I found MSP trips, JFK trips and even a SEA Westpac trip that were covered by ATL. Do we have any scheduling oversight here, or is this acceptable? ALPA????
08-30-2011 | 09:49 AM
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From: 757/767
Interesting, I just saw this come through the press...
Relevance of 717 to Southwest continues to diminish
By Lori Ranson
Southwest Airlines continues to see less of a role for the Boeing 717 as the markets the aircraft serves increasingly become unviable in a high fuel cost operating environment.
Through its acquisition of AirTran finalised in May, Southwest obtained 88 of the small narrowbodies.
Citing the small role 88 aircraft play in the combined AirTran-Southwest fleet of roughly 700 aircraft, Southwest CEO Gary Kelly declared to attendees today at the International Aviation Forecast Summit hosted by the Boyd Group that the 717 does not "bring any unique benefit that Southwest cannot get with the 737".
Kelly stated the 717 is roughly the same size and offers close to same economics as the 737-500s the carrier operates. However, he did highlight higher maintenance costs on the Rolls-Royce engines powering the 717s.
Rising fuel costs are also leading to some 717 markets operated by AirTran to become unsustainable, as evidenced by the carrier's decision to cut four markets that are all or partially served by 717s - Asheville, NC; Atlantic City, New Jersey; Moline, Illinois and Newport News, Virginia.
Underscoring that smaller-gauge aircraft are tough to operate in those markets as fuel costs climb, Kelly said in the long term he does not see the 717 playing a strategic role in Southwest's fleet.
He stated some of the lease expirations on the 717s begin in 2017 and continue through 2024. Southwest is in discussions with Boeing regarding the 717 leases, Kelly explained.
Noting the 717 is a "good airplane", Kelly stressed it is a type Southwest does not want to operate for the next 20 years.
Relevance of 717 to Southwest continues to diminish
By Lori Ranson
Southwest Airlines continues to see less of a role for the Boeing 717 as the markets the aircraft serves increasingly become unviable in a high fuel cost operating environment.
Through its acquisition of AirTran finalised in May, Southwest obtained 88 of the small narrowbodies.
Citing the small role 88 aircraft play in the combined AirTran-Southwest fleet of roughly 700 aircraft, Southwest CEO Gary Kelly declared to attendees today at the International Aviation Forecast Summit hosted by the Boyd Group that the 717 does not "bring any unique benefit that Southwest cannot get with the 737".
Kelly stated the 717 is roughly the same size and offers close to same economics as the 737-500s the carrier operates. However, he did highlight higher maintenance costs on the Rolls-Royce engines powering the 717s.
Rising fuel costs are also leading to some 717 markets operated by AirTran to become unsustainable, as evidenced by the carrier's decision to cut four markets that are all or partially served by 717s - Asheville, NC; Atlantic City, New Jersey; Moline, Illinois and Newport News, Virginia.
Underscoring that smaller-gauge aircraft are tough to operate in those markets as fuel costs climb, Kelly said in the long term he does not see the 717 playing a strategic role in Southwest's fleet.
He stated some of the lease expirations on the 717s begin in 2017 and continue through 2024. Southwest is in discussions with Boeing regarding the 717 leases, Kelly explained.
Noting the 717 is a "good airplane", Kelly stressed it is a type Southwest does not want to operate for the next 20 years.
08-30-2011 | 09:52 AM
veut gagner à la loterie
Joined: Apr 2008
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From: Light Chop
Are you at that Asian American bar again?
Damn, I was really hoping for the Honda Jet styled engines above the wing!
Of course the Fokker did it long before. Awesome baby!
I feel like I posted a picture of a naked dude. That thing is ugly.
"Okay, now pull your rudder pedals all the way back... good... now, when the engine fails push all the way forward and lock your knees... "
something like that.
IROPS:
Of course the Fokker did it long before. Awesome baby!
I feel like I posted a picture of a naked dude. That thing is ugly.
something like that.
Why is it that whenever there is an IROPS situation, that skeds will split, no op, change or otherwise mangle rotations and then deadhead an ATL pilot on the front AND back end to cover those rotations when they could easily be done with an in-base pilot? (Sorry for the run-on) It seems that in the last couple of days, there were (for example) a trip that had one leg from BOS-JFK that was staffed from ATL. Unless something has changed, we have practically hourly service from NY to BOS, and since JFK was the goal of the coverage, skeds just bypassed common sense and went straight to panic mode and covered it our of ATL. It really kind of sucks because with a very cursory look at a few randomly chosen days through August, I found MSP trips, JFK trips and even a SEA Westpac trip that were covered by ATL. Do we have any scheduling oversight here, or is this acceptable? ALPA????
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