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Originally Posted by Carl Spackler
(Post 1159004)
Almost as much? Our 777's carry 269 pax. Our 744's carry 393 pax. Our 777's carry about 30K in cargo. Our 744's can carry 60K in cargo.
??? Carl |
Originally Posted by 80ktsClamp
(Post 1159011)
tsquare is in major denial over the capability of the whale. However, the performance of the 777LR is also unrivaled. They are both the kings of what they do.
Carl |
Originally Posted by 80ktsClamp
(Post 1159003)
I really want to fly that thing just to use the dangly throttles from the ceiling. I'd feel like a railroad engineer or something.
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Originally Posted by johnso29
(Post 1158789)
I read in a earnings letter that Asia loads are back to pre earthquake loads. Our Pacific traffic is actually doing fantastic. :)
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Originally Posted by Carl Spackler
(Post 1158988)
I think it's going to be tough Bar. My connection of dots shows me this as our upcoming scenario:
1. Our CURRENT scope allows for more 76 seaters when mainline jets go above 767. 2. Our CURRENT scope does not require the parking of those 76 seaters if mainline jets go back below 767. 3. The company has a strategy to do just this by basically "borrowing" the Air Tran 717's. 4. Our union will sign off on allowing more 76 seat jets to be flown by outside pilots as long as we "keep" the 717's and not "borrow" them. 5. The pilots will scream bloody murder that the union ratified such a TA and will threaten to vote it down. 6. DALPA will respond by saying: "We HAD to do this guys. The company was ready to "borrow" the Air Tran 717's, then immediately bring on a bunch more 76 seaters, then sell off the 717's after a while. It would have been perfectly legal, and we would have gotten no mainline growth. At least with this, we'll get to keep all the 717's...even though we had to eat more 76 seaters being flown by non-Delta pilots. It's a win-win. Vote YES." Carl |
Originally Posted by buzzpat
(Post 1159015)
That was cool. Definitely different. What was really cool was going to the DeHavilland sims in Toronto and hanging with the Mounties during their training. Much beer was consumed.
Dad flew the Caribou years ago- I remember the first time I saw that fugly beast... that's a man's machine with an "eh buddy!" |
Originally Posted by 80ktsClamp
(Post 1159020)
I bet!
Dad flew the Caribou years ago- I remember the first time I saw that fugly beast... that's a man's machine with an "eh buddy!" Did someone say eh? I love flying old Stinson's...trim is above your head. Ps. Bacon just solidified his douschiness in the jet blue thread. What a complete loser. I really hope he isn't one of us. |
Originally Posted by Carl Spackler
(Post 1159004)
Almost as much? Our 777's carry 269 pax. Our 744's carry 393 pax. Our 777's carry about 30K in cargo. Our 744's can carry 60K in cargo.
??? Carl That being said I can't see how Delta won't order the 77-300ER going forward. It fits the sweet spot between carl and tsquare, I mean 777-200 and 747-400, because it carriers roughly 350 pax. The big payoff is the cargo capacity of the 773 because it actually has more cargo volume than the A380 or the 747-8i. Roughly the 773 is 7100 cu.ft., the 747-8i 6,300 cu.ft. and the A380 5,800 cu.ft. The 773 will carry 20 LD3 containers vs the A380 18 LD3 and the 747-8 16 LD1 containers. The 777-300 already wins in capacity but excels after subtracting cargo capacity for passenger bags. After loading all pax bags the 777-300 has 5,200 cu.ft. remaining for gravy vs 3,000 cu.ft. for the A380 and 3,800 cu.ft. for the 747-8i. Obviously the 747-400 has a slightly smaller cargo capacity because of the shorter fuselage vs the 747-8i... Weight is one thing, but I'd venture to guess most air-freight cargo bulks out before hitting the weight limit unless it's batteries... In markets with 280-360 pax/flight, I can't see how Delta won't fly the 777-300ER going forward because even with a 75% load-factor the cargo will pay the bills... Cheers George |
Originally Posted by hoserpilot
(Post 1159023)
I love flying old Stinson's...trim is above your head.
http://cdn-www.airliners.net/aviatio.../7/1727747.jpg Too bad the old Franklins are so hard to find parts for, anymore. Personally, I love flying the good ole C170... http://www.popularaviation.com/PhotoGallery/2672.JPG (actual flying club C170 I fly) |
Originally Posted by georgetg
(Post 1159029)
Each Aircraft is made for a particular route and passenger load.
That being said I can't see how Delta won't order the 77-300ER going forward. It fits the sweet spot between carl and tsquare, I mean 777-200 and 747-400, because it carriers roughly 350 pax. The big payoff is the cargo capacity of the 773 because it actually has more cargo volume than the A380 or the 747-8i. Roughly the 773 is 7100 cu.ft., the 747-8i 6,300 cu.ft. and the A380 5,800 cu.ft. The 773 will carry 20 LD3 containers vs the A380 18 LD3 and the 747-8 16 LD1 containers. The 777-300 already wins in capacity but excels after subtracting cargo capacity for passenger bags. After loading all pax bags the 777-300 has 5,200 cu.ft. remaining for gravy vs 3,000 cu.ft. for the A380 and 3,800 cu.ft. for the 747-8i. Obviously the 747-400 has a slightly smaller cargo capacity because of the shorter fuselage vs the 747-8i... Weight is one thing, but I'd venture to guess most air-freight cargo bulks out before hitting the weight limit unless it's batteries... In markets with 280-360 pax/flight, I can't see how Delta won't fly the 777-300ER going forward because even with a 75% load-factor the cargo will pay the bills... Cheers George |
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